MSC Instructor Panel Notices

NEW PROCEDURES/REMINDERS - This area of the website will post reminders, updates and new procedures that should be observed by members.

To:- All Pilots, including Private Owners - SEASON  CHECK  FLIGHTS  2001

To fly at MSC every pilot must have a check flight with an instructor and have his logbook endorsed by the instructor.  The standard MSC check sheet is to be filled out by the instructor and handed to the CFI.

To fly as an instructor, or to carry passengers, a pilot must have made five take-offs and five landings as pilot in command in the six months period prior to the intended passenger flight. Alternatively he must have performed two take-offs and two landings with an instructor. For each of the two flights the pilotís logbook is to be endorsed by the instructor and the standard MSC check sheet is to be filled out by the instructor and handed to the CFI.

Instructors are requested to check the logbooks of all pilots who intend to carry a passenger to ensure that the pilot satisfies either one of the above requirements.


The L-23 is a replacement for the Krosno that was lost last year.  Students will therefore have priority to fly it and flight duration is to be limited to thirty minutes.

Pilots who are already checked out on the L-13 Blanik are authorized to fly the L-23, subject to passing an oral examination given by an instructor who will endorse the pilotís log-book.


Please note that MSC will maintain its policy of not carrying US passengers in the USA.


The MSC Daily Inspection procedure was written up a few years ago and there are copies (in red folders) in the clubhouse, hangar, and flight line trailer.  It is recommended that all members should read it again and it should certainly be brought to the attention of anyone who is being shown how to do a DI.  It has been noted that one special requirement that is part of the procedure is being overlooked.  The particular paragraph is repeated following.

ìThere is, however, one special case of DI that must be mentioned. This special case exists when a glider has been derigged since its last use. Immediately after assembly, and before installation of any access panels, the inspector/assembler must find a second competent person, who is familiar with the glider type, to carry out a dual check on the assembly, particularly the control hook-ups. This second person's inspection must include a visual check of the hook-ups and that they are safety locked. (using a mirror where necessary). All the control checks listed in the preceding DI procedure must then be carried out.  All wing and tailplane attachments, and their locking, should also be inspected by the second party.  The entry in the glider DI book must include the annotation "Glider rigged and dual control checks carried out" and both persons must sign.î


(Authorís note. At the last Instructorsí Panel meeting walk-around inspections were discussed.  It was mentioned that some members almost repeat the DI, and there is too much unnecessary handling of control surfaces.  As a result of the discussion I was tasked to write a note on the requirements for the walk-around).

In the MSC Daily Inspection procedure document it is explained that the DI is a part of a continuous inspection process to ensure that the glider manufacturerís design standard is maintained.  The walk-around is simply another link in that chain of events.  The DI showed that the glider was serviceable at the start of the dayís operations, so why do a walk-around?  The objective is to determine that nothing has happened since the DI that could invalidate it.  Therefore the depth of the walk-around should depend on the pilotís knowledge of what has happened to the glider since its last flight.  If it has just made a good landing on the runway it does not need the same degree of inspection that may be required if it has been parked for a few hours in the parking area, where you do not know if inexperienced visitors have been messing about with it.

After a good landing the walk-around can be just that.  Walk around the glider to see that the wheel is not clogged with mud or grass, that there is no grass picked up in the aileron to wing gaps, and that the tail dolly is not still on.  There is no need at all to touch the control surfaces.  In fact, this can do far more harm than good, as they are not designed for point load applications.  The cockpit check will be quite adequate to see that they still have full and free movement.
In the case where the glider has been parked for some time it is wise to make a more thorough visual check of the gliderís exterior, particularly the vulnerable trailing edges of wings and control surfaces.  The best way to do this is to have the wing at eye level and look along it from the tip.  Any damage will be apparent.  Again, there is no need to handle the control surfaces.

There is an additional item to check on the Blanik.  It has a castoring tailwheel, so if the glider has been turned to line it up with the runway the tailwheel can easily be at ninety degrees to the intended take-off path.  In this position it makes quite a good brake!  So, in the case of the Blanik walk-around look at the tailwheel, if it is not lined up then simply lift the rear fuselage and let the centering spring bring the wheel back into line.


Walter Ekiert, our safety officer, wishes to remind us that blank incident reports have been placed in the new racks located in the flight line trailer.

Updated - April 27, 2003

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