Checklists
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Checklists
Well, I've reached the 4 month anniversary ofreceiving my wee brown wallet 
and I decided that this, coupled with the inevitable break for summer holidays, was a reasonable excuse to take a wee check flight with my old instructor - just to make sure I'm not turning the PPL into a "license to kill (myself)" just yet. Seems I'm not far off from where I should be (though it frightens me to think how far that is from actually being "experienced"... 
)
Something I'm curious to ask everyone, though, is what personal checklists you've all adopted? Maybe some folks stick to the official ones and figure there's little sense in further reducing the time spent thinking about actually flying; maybe others have a handful of extra items they like to keep a wee eye on at different stages of the flight.
So...?
and I decided that this, coupled with the inevitable break for summer holidays, was a reasonable excuse to take a wee check flight with my old instructor - just to make sure I'm not turning the PPL into a "license to kill (myself)" just yet. Seems I'm not far off from where I should be (though it frightens me to think how far that is from actually being "experienced"... )Something I'm curious to ask everyone, though, is what personal checklists you've all adopted? Maybe some folks stick to the official ones and figure there's little sense in further reducing the time spent thinking about actually flying; maybe others have a handful of extra items they like to keep a wee eye on at different stages of the flight.
So...?
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Check list?
It is not so much what check list you use but how you use it. Is it a check list or a "do list"?
I see a lot of student pilots start the engine, set 1200 RPM and then fumble for the check list, open it up and start reading. They then run carefully down the list.......................... the only problem is the oil px rising within 30sec limitation has long gone before the check list is opened!
So why not do the vital things like oil px & starter relay from memory and then pick up the list and check that you have covered the items as well as the nif-naf & trivia?
I see a lot of student pilots start the engine, set 1200 RPM and then fumble for the check list, open it up and start reading. They then run carefully down the list.......................... the only problem is the oil px rising within 30sec limitation has long gone before the check list is opened!
So why not do the vital things like oil px & starter relay from memory and then pick up the list and check that you have covered the items as well as the nif-naf & trivia?
Personally I am a big believer in flows. That is all the checklist flow in a logical order from one item to the next. Therefore the written list is used after the flow has been carried out in order to insure that nothing was missed and the written document is a true "checklist". For Cessna's I start at the fuel selector and go in a counter clockwise circle through the engine controls, circuit breakers, engine guages, radio stack, flight instruments, switch panel and back to the engine controls. This flow works for every phase of flight and the engine failure drill. However there are numerous opinions what is the right checklist for low time pilots. Most schools IMO have needlessly long checklsit full of trivial items and treat obvious items like letting go of the starter switch with the same importance as pilot killer items like making sure the trim is set for takeoff. Anyway rant over.
Some things to think about.
1) In your simple fixed pitch prop trainer/tourer, the only way to know the engine is making full power at the start of the takeoff roll, is to know what the minimum staic RPM limit is. Any RPM below this value at the start of the takeoff run should be grounds for an immediate reject. Contrary to the assertions of one PPL poster here, it is very difficult to "feel" a underperforming engine, but the static RPM check will give you hard information.
2) Be very carefull about letting yourself get head down reading checklists when you should be looking out the windshield. This is a particularly important around the airport (eg the prelanding check).
3) Regardless of what the checklist says leave your strobes and landing light on in airspace where there are likely lots of aircraft (ie around an airport and in the practice area) it makes you much more conspicuous particualarly on hazy days.
4) When you are settled down in cruise make a note of the exact position of all the engine guages. Engines or electrical systems that are starting to die will almost always give some warning. For example an engine starting to come apart inside will show a slow but steady increase in oil temp with a simultaneous loss of oil pressure. If all you are looking for is "in the green" you will miss these warning signs.
5) Carb ice is one of the leading causes of preventable engine failures. Carb heat should go on at the first sign of a reducing engine RPM and/or engine roughness
6) Almost all in flight emergencies do not require instant action and a slow methodical approach should be taken when going through any emergency checklist. Starting with asking the question, " am I sure I understand what is happening"
7) All system emergency checklists ( eg alternator failure) should have as the lat item on the checklist the page(s) number in the POH that overs the emergency. All modern POH's have considerable extra detail on how to handle an emergency in the POH over the simple list of actions on the emergency checklist.
Some things to think about.
1) In your simple fixed pitch prop trainer/tourer, the only way to know the engine is making full power at the start of the takeoff roll, is to know what the minimum staic RPM limit is. Any RPM below this value at the start of the takeoff run should be grounds for an immediate reject. Contrary to the assertions of one PPL poster here, it is very difficult to "feel" a underperforming engine, but the static RPM check will give you hard information.
2) Be very carefull about letting yourself get head down reading checklists when you should be looking out the windshield. This is a particularly important around the airport (eg the prelanding check).
3) Regardless of what the checklist says leave your strobes and landing light on in airspace where there are likely lots of aircraft (ie around an airport and in the practice area) it makes you much more conspicuous particualarly on hazy days.
4) When you are settled down in cruise make a note of the exact position of all the engine guages. Engines or electrical systems that are starting to die will almost always give some warning. For example an engine starting to come apart inside will show a slow but steady increase in oil temp with a simultaneous loss of oil pressure. If all you are looking for is "in the green" you will miss these warning signs.
5) Carb ice is one of the leading causes of preventable engine failures. Carb heat should go on at the first sign of a reducing engine RPM and/or engine roughness
6) Almost all in flight emergencies do not require instant action and a slow methodical approach should be taken when going through any emergency checklist. Starting with asking the question, " am I sure I understand what is happening"
7) All system emergency checklists ( eg alternator failure) should have as the lat item on the checklist the page(s) number in the POH that overs the emergency. All modern POH's have considerable extra detail on how to handle an emergency in the POH over the simple list of actions on the emergency checklist.
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“personal checklists you've all adopted”
Zilch, burn them. Use vital actions and learn and understand why. I do not suggest that you can fly a 757 like that, but your average SEP, no problem. You will spend more time looking up, out of the cockpit than down at your knee board.
Rod1
Zilch, burn them. Use vital actions and learn and understand why. I do not suggest that you can fly a 757 like that, but your average SEP, no problem. You will spend more time looking up, out of the cockpit than down at your knee board.
Rod1
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Douglas,
Yes, you do need to be able to fly the aircraft and look out without having to pick up and read the checklist for everything.
Use the Checklist as a QRH for Abnormal and Emergency situations.
But for everyday flying when on the move, here are three mnemonics that I have used on a number of aircraft for 40 plus years.
Pre Take OFF
TTMPFHAC
Trim... Set
Throttle Friction Nut.... Set
Mixture...Rich
Propellor...Fully Forward
Fuel Pumps and Tank..... On and correct tanks selected
Flaps..... As required
Hatches and Harness.... Locked and Secure
Altimeter.... Set
Controls.... Full & Free movement
Approaching Airfield
FEDRA
Fuel Pumps and Tank... On and correct tanks selected
Engine Instruments.... Check
DI.... Check and align
Radio Call.... Make
Altimeter..... Set
Downwind
BUMPFH
Brakes.... Off
Undercarriage.....Down Three Greens
Mixture... Rich
Props... Fully Forward
Fuel Pumps... On
Hatches and Harness... Locked and Secure
I know that not all aircraft have retractable gear or variable pitch props, and I no longer have a DI but I learnt these a long time ago and apply them to all light aircraft.
Enjoy your flying
BD
Yes, you do need to be able to fly the aircraft and look out without having to pick up and read the checklist for everything.
Use the Checklist as a QRH for Abnormal and Emergency situations.
But for everyday flying when on the move, here are three mnemonics that I have used on a number of aircraft for 40 plus years.
Pre Take OFF
TTMPFHAC
Trim... Set
Throttle Friction Nut.... Set
Mixture...Rich
Propellor...Fully Forward
Fuel Pumps and Tank..... On and correct tanks selected
Flaps..... As required
Hatches and Harness.... Locked and Secure
Altimeter.... Set
Controls.... Full & Free movement
Approaching Airfield
FEDRA
Fuel Pumps and Tank... On and correct tanks selected
Engine Instruments.... Check
DI.... Check and align
Radio Call.... Make
Altimeter..... Set
Downwind
BUMPFH
Brakes.... Off
Undercarriage.....Down Three Greens
Mixture... Rich
Props... Fully Forward
Fuel Pumps... On
Hatches and Harness... Locked and Secure
I know that not all aircraft have retractable gear or variable pitch props, and I no longer have a DI but I learnt these a long time ago and apply them to all light aircraft.
Enjoy your flying
BD
Last edited by beerdrinker; 8th Aug 2010 at 18:49.
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Use vital actions and learn and understand why
know what the minimum staic RPM limit is
in cruise make a note of the exact position of all the engine guages
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For Cessna's I start at the fuel selector and go in a counter clockwise circle through the engine controls, circuit breakers, engine guages, radio stack, flight instruments, switch panel and back to the engine controls. This flow works for every phase of flight and the engine failure drill.
And it works, too, for real engine failures.
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Yeah, I'm personally undecided about them.
On the one hand, everyone says the improve safety and are beneficial, so I use them. Also as I'm doing the FAA thing now, I have to use them in training - they're very very big on that.
On the other hand, it's seriously disruptive and even unsafe to use them many times. I mean, the US emergency list in the C172 goes on forever and they're adamant that you use it. This time would be better spent looking out the window and nailing your emergency landing, I'd say. But what do I know.
And the climb checklist is pretty silly. It gives you a speed and loads of other stuff that's pretty redundant (I don't have it in front of me, so can't quote). You normally know your Vx or Vy by heart.
A week ago I was back at Lydd and took the C152 up for a spin. For some reason my checklists had fallen out of my bag and I couldn't find them anywhere, but I flew anyway and lo and behold, I didn't crash or kill myself or anyone else. So checklist-less flight is possible
On the one hand, everyone says the improve safety and are beneficial, so I use them. Also as I'm doing the FAA thing now, I have to use them in training - they're very very big on that.
On the other hand, it's seriously disruptive and even unsafe to use them many times. I mean, the US emergency list in the C172 goes on forever and they're adamant that you use it. This time would be better spent looking out the window and nailing your emergency landing, I'd say. But what do I know.
And the climb checklist is pretty silly. It gives you a speed and loads of other stuff that's pretty redundant (I don't have it in front of me, so can't quote). You normally know your Vx or Vy by heart.
A week ago I was back at Lydd and took the C152 up for a spin. For some reason my checklists had fallen out of my bag and I couldn't find them anywhere, but I flew anyway and lo and behold, I didn't crash or kill myself or anyone else. So checklist-less flight is possible
You spun the aeroplane without knowing where an object was in the cockpit? 
Checklists are important; having a particular form of them isn't. Personally I have a generic one I use for most flying - 2 sides of A5, plus a 3rd size of A5 covering the speeds and specific drills for that aeroplane. If you look in the official POH for many light aeroplanes, you'll find a very simple easy to use checklist - it's the flying schools who embroider and complicate them to make the flying instructors feel better about not having got that flying instructor's job.
Go and fly microlights, and you'll learn to memorise them as standard mnemonics, and they work really well. But ultimately, it's still a checklist (or action list if you prefer). Having done a lot of microlight flying, I must admit that I quite like these and sometimes use them in simpler light aeroplanes - they work very well (so long as you remember that choke off = mixture rich!)
G
Checklists are important; having a particular form of them isn't. Personally I have a generic one I use for most flying - 2 sides of A5, plus a 3rd size of A5 covering the speeds and specific drills for that aeroplane. If you look in the official POH for many light aeroplanes, you'll find a very simple easy to use checklist - it's the flying schools who embroider and complicate them to make the flying instructors feel better about not having got that flying instructor's job.
Go and fly microlights, and you'll learn to memorise them as standard mnemonics, and they work really well. But ultimately, it's still a checklist (or action list if you prefer). Having done a lot of microlight flying, I must admit that I quite like these and sometimes use them in simpler light aeroplanes - they work very well (so long as you remember that choke off = mixture rich!)
G
That's what my instructor taught me, and great advice too. I've memorised the in-flight checks (and most of the other ones too, particularly the "oil pressure rise within 30 secs" stuff!) and rehearse them regularly (my poor wife is sick of them) - I guess my question was more "what sort of things do you all make a point of checking at different stages in flight?"
Great suggestions - thanks! Any other ideas?
Great suggestions - thanks! Any other ideas?
IMO flight schools often do not do a very good job of teaching how to do a good runup check. Some things to think about
1) Magneto Check: When checking the mags the difference in the mag drop between the the two mags is just as important as the maximum drop noted for each mag. A large difference in mag drop between the two mags indicates a problem with the ignition timing and should be investigated before further flight. The POH should have the limits for both maximum allowable drop and max difference allowed, which will always be considerably less (only 50 to 75 RPM). Similarly I have met many pilots that did not realise that no mag drop is actually bad as it indicates a fault of the magneto grounding circuit or mag switch and again is a reason to abort the flight
2) Mixture Control Check: Most pilots seem to just pull the mixture control out untill the engine dies and then shove the knob back in. This only proves the idle cut off works and does nothing to prove the mixture control can actually regualate the engine air/fuel ratio. It is also hard on the exhaust as the engine can backfire and blow out all the muffler baffles. A better way IMO is to start with full rich and apply carb heat for a period of 30 sec or so. The will RPM drop becasue the hot less dense air casues an excessively rich mixture. This proves the carb heat works and there is no ice buildup. Leaving the carb heat, lean the mixture slowly and note the RPM will slowly rise as the mixture is leaned from over rich to the best power mixture ratio. Continued leaning will cause the RPM to fall as the engine enters an over lean condition. This indisputably proves the mixture control is actually regulating the mixture and obviates the need to actually cut out the engine. Furhtermore if there is no significant rise in engine RPM when the engine is leaned with carb heat on this indicates the carburator has been set up much too lean and the aircraft should not be flown.
Finally I was so bold as to suggest on the instructor forum that I thought it ws a good idea to review the EFATO drills before every takeoff as part of the
pretakeoff check. I was thoughly beaten up by a few posters for this suggestion but I still think it is a good thing to do. I suggest readers review the "what happened to the EFATO thread" on the instructor forums (started 9 July) and make up their own mind.
Last edited by Big Pistons Forever; 10th Aug 2010 at 17:19.
Finally I was so bold as to suggest on the instructor forum that I thought it ws a good idea to review the EFATO (Engine Failure After Take-Off) drills before every takeoff as part of the
pretakeoff check. I was thoughly beaten up by a few posters for this suggestion but I still think it is a good thing to do. I suggest readers review the "what happened to the EFATO (Engine Failure After Take-Off) thread" on the instructor forums and make up their own mind.
pretakeoff check. I was thoughly beaten up by a few posters for this suggestion but I still think it is a good thing to do. I suggest readers review the "what happened to the EFATO (Engine Failure After Take-Off) thread" on the instructor forums and make up their own mind.
The habit stuck, and I have done so in my own flying ever since.
Apart from the fact that it seems to get me in the right mental frame for a safe take-off, can anybody suggest a more able pilot model than an RAF Test Pilot, if looking for one to emulate in matters flight safety?
G
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Downwind
BUMPFH
Brakes.... Off
Undercarriage.....Down Three Greens
Mixture... Rich
Props... Fully Forward
Fuel Pumps... On
Hatches and Harness... Locked and Secure
BUMPFH
Brakes.... Off
Undercarriage.....Down Three Greens
Mixture... Rich
Props... Fully Forward
Fuel Pumps... On
Hatches and Harness... Locked and Secure
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When doing a static run up check, remember that pointing into a strong wind in a fixed pitch prop airplane will give you a higher R.P.M. than in a zero wind condition.
Douglas,
Yes, you do need to be able to fly the aircraft and look out without having to pick up and read the checklist for everything.
Use the Checklist as a QRH for Abnormal and Emergency situations.
But for everyday flying when on the move, here are three mnemonics that I have used on a number of aircraft for 40 plus years.
Pre Take OFF
TTMPFHAC
Trim... Set
Throttle Friction Nut.... Set
Mixture...Rich
Propellor...Fully Forward
Fuel Pumps and Tank..... On and correct tanks selected
Flaps..... As required
Hatches and Harness.... Locked and Secure
Altimeter.... Set
Controls.... Full & Free movement
Approaching Airfield
FEDRA
Fuel Pumps and Tank... On and correct tanks selected
Engine Instruments.... Check
DI.... Check and align
Radio Call.... Make
Altimeter..... Set
Downwind
BUMPFH
Brakes.... Off
Undercarriage.....Down Three Greens
Mixture... Rich
Props... Fully Forward
Fuel Pumps... On
Hatches and Harness... Locked and Secure
I know that not all aircraft have retractable gear or variable pitch props, and I no longer have a DI but I learnt these a long time ago and apply them to all light aircraft.
Enjoy your flying
BD
Yes, you do need to be able to fly the aircraft and look out without having to pick up and read the checklist for everything.
Use the Checklist as a QRH for Abnormal and Emergency situations.
But for everyday flying when on the move, here are three mnemonics that I have used on a number of aircraft for 40 plus years.
Pre Take OFF
TTMPFHAC
Trim... Set
Throttle Friction Nut.... Set
Mixture...Rich
Propellor...Fully Forward
Fuel Pumps and Tank..... On and correct tanks selected
Flaps..... As required
Hatches and Harness.... Locked and Secure
Altimeter.... Set
Controls.... Full & Free movement
Approaching Airfield
FEDRA
Fuel Pumps and Tank... On and correct tanks selected
Engine Instruments.... Check
DI.... Check and align
Radio Call.... Make
Altimeter..... Set
Downwind
BUMPFH
Brakes.... Off
Undercarriage.....Down Three Greens
Mixture... Rich
Props... Fully Forward
Fuel Pumps... On
Hatches and Harness... Locked and Secure
I know that not all aircraft have retractable gear or variable pitch props, and I no longer have a DI but I learnt these a long time ago and apply them to all light aircraft.
Enjoy your flying
BD
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Checklists
Make your own using the important parts of the manufactures checklist and adding the bits they missed out and use the flow technique as has already been mentioned so you can do most of it by memory then check the list.
One of my items not on any manufacturers list is "phone off" ( if you wish).
The C182RG I flew made no mention of UC selector down before master switch is switched on!
In fact hydraulic pressure is best checked before manouvering as if the weight is removed from the nosewheel it can retract itself if the AC has been laid up a while!
DO.
One of my items not on any manufacturers list is "phone off" ( if you wish).
The C182RG I flew made no mention of UC selector down before master switch is switched on!
In fact hydraulic pressure is best checked before manouvering as if the weight is removed from the nosewheel it can retract itself if the AC has been laid up a while!
DO.
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Sorry to be a bit dumb, but a couple of questions:
In your simple fixed pitch prop trainer/tourer, the only way to know the engine is making full power at the start of the takeoff roll, is to know what the minimum staic RPM limit is. Any RPM below this value at the start of the takeoff run should be grounds for an immediate reject. Contrary to the assertions of one PPL poster here, it is very difficult to "feel" a underperforming engine, but the static RPM check will give you hard information.
What exactly does 'static RPM check' mean?Or 'minimum static RPM limit'? How do you do this check? Is it something I'm already doing, but under a different name?
Magneto Check: When checking the mags the difference in the mag drop between the the two mags is just as important as the maximum drop noted for each mag. A large difference in mag drop between the two mags indicates a problem with the ignition timing and should be investigated before further flight. The POH should have the limits for both maximum allowable drop and max difference allowed, which will always be considerably less (only 50 to 75 RPM). Similarly I have met many pilots that did not realise that no mag drop is actually bad as it indicates a fault of the magneto grounding circuit or mag switch and again is a reason to abort the flight
I do understand this, and always pay attention to this pre-take off. However, what about a mag check/dead cut check on shutting down?
I sometimes forget this and frankly, can't remember the difference between the dead cut and mag checks.
Can somebody please explain this? I know it helps ensure that mags (and therefore props) are not left 'live', but I can't remember quite how this is so.
Thanks!
In your simple fixed pitch prop trainer/tourer, the only way to know the engine is making full power at the start of the takeoff roll, is to know what the minimum staic RPM limit is. Any RPM below this value at the start of the takeoff run should be grounds for an immediate reject. Contrary to the assertions of one PPL poster here, it is very difficult to "feel" a underperforming engine, but the static RPM check will give you hard information.
What exactly does 'static RPM check' mean?Or 'minimum static RPM limit'? How do you do this check? Is it something I'm already doing, but under a different name?
Magneto Check: When checking the mags the difference in the mag drop between the the two mags is just as important as the maximum drop noted for each mag. A large difference in mag drop between the two mags indicates a problem with the ignition timing and should be investigated before further flight. The POH should have the limits for both maximum allowable drop and max difference allowed, which will always be considerably less (only 50 to 75 RPM). Similarly I have met many pilots that did not realise that no mag drop is actually bad as it indicates a fault of the magneto grounding circuit or mag switch and again is a reason to abort the flight
I do understand this, and always pay attention to this pre-take off. However, what about a mag check/dead cut check on shutting down?
I sometimes forget this and frankly, can't remember the difference between the dead cut and mag checks.
Can somebody please explain this? I know it helps ensure that mags (and therefore props) are not left 'live', but I can't remember quite how this is so.
Thanks!
One silly detail that I added myself as it was not in any checklist I've ever been presented with: check seat adjustment. Forgetting this brought me some, err, less comfortable flights, and once one is in the air it is too late. This is of course relevant in planes flown by several pilots. I made it the last point of the walk-around, or the first point of the cockpit-checklist.
Almost as important is to have the seat adjusted for any pax.
Almost as important is to have the seat adjusted for any pax.
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There is an old understanding that you dont really know an aircraft before you can fly it without a checklist ie you could use the checklist to confirm you have done everything rather than using the checklist as some sort of fly by numbers handbook.
Of course you should use the checklist but if you make a mountain of it then you have to question how well you really know your aircraft.
Its good practice to learn to fly without a checklist! when you can do that then use the checklist
Pace
Of course you should use the checklist but if you make a mountain of it then you have to question how well you really know your aircraft.
Its good practice to learn to fly without a checklist! when you can do that then use the checklist
Pace
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Hi cjboy, I would be pleased to answer your questions.
A go around is no different than any other change of flight path such as starting a turn for instance.
If you make the decision to go around the prop/'s can be selected to go around R.P.M. before you apply climb power.
By selecting prop/'s to full RPM before starting the descent or during the descent you not only increase the noise level but you increase piston travel thus increasing wear on the engine for no identifiable advantage to the flight.
For a go around in the PBY we use the following.
(1) Mixtures Auto Rich.
(2) Props to climb R.P.M.
(3) Power to climb power.
During the approach to a landing I leave the props in cruise R.P.M. until the throttles are closed, at which time the pilot not flying pushes the prop levers to full forward.
The PBY is no different than any other piston engine airplane and I use the same method in all piston engine airplanes.
The PBY was one of the best money making airplanes for me and that is why I flew so many hours on them, I have more time on the DC3 than the PBY but the DC3 is no where as interesting a machine to fly.
In fact the DC3 is so easy to fly it is almost idiot proof.
Chuck, years ago I was told that stage in the same mnemonic was really
Props - ready for go around
and perhaps that is fully forward in some aircraft POH.
Props - ready for go around
and perhaps that is fully forward in some aircraft POH.
If you make the decision to go around the prop/'s can be selected to go around R.P.M. before you apply climb power.
By selecting prop/'s to full RPM before starting the descent or during the descent you not only increase the noise level but you increase piston travel thus increasing wear on the engine for no identifiable advantage to the flight.
I expect there is an SOP covering prop RPM for a go around in a PBY, would you set the props in a certain way before landing ? I would love to fly such an interesting aircraft, I am jealous of you!
(1) Mixtures Auto Rich.
(2) Props to climb R.P.M.
(3) Power to climb power.
During the approach to a landing I leave the props in cruise R.P.M. until the throttles are closed, at which time the pilot not flying pushes the prop levers to full forward.
The PBY is no different than any other piston engine airplane and I use the same method in all piston engine airplanes.
The PBY was one of the best money making airplanes for me and that is why I flew so many hours on them, I have more time on the DC3 than the PBY but the DC3 is no where as interesting a machine to fly.
In fact the DC3 is so easy to fly it is almost idiot proof.
Sorry to be a bit dumb, but a couple of questions:
In your simple fixed pitch prop trainer/tourer, the only way to know the engine is making full power at the start of the takeoff roll, is to know what the minimum staic RPM limit is. Any RPM below this value at the start of the takeoff run should be grounds for an immediate reject. Contrary to the assertions of one PPL poster here, it is very difficult to "feel" a underperforming engine, but the static RPM check will give you hard information.
What exactly does 'static RPM check' mean?Or 'minimum static RPM limit'? How do you do this check? Is it something I'm already doing, but under a different name?
Magneto Check: When checking the mags the difference in the mag drop between the the two mags is just as important as the maximum drop noted for each mag. A large difference in mag drop between the two mags indicates a problem with the ignition timing and should be investigated before further flight. The POH should have the limits for both maximum allowable drop and max difference allowed, which will always be considerably less (only 50 to 75 RPM). Similarly I have met many pilots that did not realise that no mag drop is actually bad as it indicates a fault of the magneto grounding circuit or mag switch and again is a reason to abort the flight
I do understand this, and always pay attention to this pre-take off. However, what about a mag check/dead cut check on shutting down?
I sometimes forget this and frankly, can't remember the difference between the dead cut and mag checks.
Can somebody please explain this? I know it helps ensure that mags (and therefore props) are not left 'live', but I can't remember quite how this is so.
Thanks!
In your simple fixed pitch prop trainer/tourer, the only way to know the engine is making full power at the start of the takeoff roll, is to know what the minimum staic RPM limit is. Any RPM below this value at the start of the takeoff run should be grounds for an immediate reject. Contrary to the assertions of one PPL poster here, it is very difficult to "feel" a underperforming engine, but the static RPM check will give you hard information.
What exactly does 'static RPM check' mean?Or 'minimum static RPM limit'? How do you do this check? Is it something I'm already doing, but under a different name?
Magneto Check: When checking the mags the difference in the mag drop between the the two mags is just as important as the maximum drop noted for each mag. A large difference in mag drop between the two mags indicates a problem with the ignition timing and should be investigated before further flight. The POH should have the limits for both maximum allowable drop and max difference allowed, which will always be considerably less (only 50 to 75 RPM). Similarly I have met many pilots that did not realise that no mag drop is actually bad as it indicates a fault of the magneto grounding circuit or mag switch and again is a reason to abort the flight
I do understand this, and always pay attention to this pre-take off. However, what about a mag check/dead cut check on shutting down?
I sometimes forget this and frankly, can't remember the difference between the dead cut and mag checks.
Can somebody please explain this? I know it helps ensure that mags (and therefore props) are not left 'live', but I can't remember quite how this is so.
Thanks!
With respect to the Mag check. The runup check is to check for correct magneto oeration prior to flight. The "dead mag check" is to ensure that when the engine is shut down the mags are not still live. There are 2 ways to do this. One is to turn the mags to tehe off position and lsiten for the engine quiting and then quickly turning the mags back on. The disadvantage is if you are not quick enough the engine will backfire when the mags are switched on. The other method, which I prefer is, is to simply switch to each mag at about 1000 RPM. The drop as each cuts out is obvious and proves the mag is groundign out (ie turned off). The ignition key should also be given a tug as the key should not be removable with the left, right or both mag selected. The only way to remove the key in a properly operating mag switch is when the mags are in the off position.