Cessna 150 checkist
Ah! That explains the dymo-taped notice on the instrument panel "Spin recovery may require full forward stick. See also flight manual". But would you have time to un-stow it (from where?) find the relevant page, and follow what it says, before the ground intervened. 
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I find it puzzling why the UK GA scene has such an antipathy to using and following the manufacturers recommendations in the POH on the best way to operate the aircraft. Instead a lot of "one size fits all" practices such as turning off the carb heat on short final, something specifically prohibited for all Cessna SEP's; are rampant
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never mind somewhere to keep a flight manual!
When I approve a placard for the instrument panel which includes "refer to Flight Manual [Supplement]", it is my hope that the pilot has made themselves familiar with the referenced details before they are airborne - that's part of the type familiarization whether you are checked out by someone, or check yourself out - in either case, you should be making yourself familiar. The placard just reminds you of that.
In my worst example of not reading a Flight Manual before flight, I was ferrying a new Cessna 303, and entering icing conditions, with all the deicing systems operating, to have a really bad - near fatal event related to icing. I later read in the Flight Manual that flight into known icing approval had been removed from the aircraft (it was to begin with) by an AD ,a d placard - the placard had not been installed. Thus my self checkout in the plane by cockpit and placard review had failed.
Read the FM before you fly the plane!
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I would suggest the idea is that you study the manual before you fly the aircraft
Did you really think I meant a Chippy pilot, spinning earthwards, frantically leafs through the flight manual for advice?
SSD
Would that be the manual you did not even know existed until DAR provided the reference.......
Would that be the manual you did not even know existed until DAR provided the reference.......
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For anyone interested in flying the DHC1 Chipmunk. And no, it does not fit in the aeroplane, however, tablet mounts are available via a ram mount.
Sorted.........
Sorted.........
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Ah, that doc. Yes, I've had a copy of that for years as photocopied loose leaf sheets without that nice green cover. Never knew it was the official flight de Havilland Canada manual.
I remember using it to try to determine the limits on flying with the canopy partly open, but the only reference in there is that for aeros it should be fully shut. I found from experience that anything more than open to the 'second notch setting' did affect the aeroplane's handling in yaw (it became less stable). But there's nothing in the manual about that, only advice that the canopy has several 'open' settings. On hot days I generally flew it open just to first notch (except for aeros of course) which had no noticeable effect on handling. Second notch was good for aerial photography while steering with one's feet (which the Chippy does quite well!).
As an aside, I was taking off one day on a first post-maintenance flight when the canopy (which I'd checked by trying pull it open before we took off as I always did, and it didn't budge) became unlatched as we hit a particularly big Barton bump on take off, and slid right back. Too late to abort t/o, but luckily my mate in the back seat was on the ball and he caught it before it hit the stops, and we managed between us to get it closed and latched on the climb-out for a quick circuit before giving it back to the engineers for a bit of latch adjustment!
There's lots of stuff in there about maintenance procedures, and every Chippy pilot should study the flap system to see why VFE speeds should NEVER be exceeded! Those cables are thin, and failure will lead to asymmetric deployment.
But carry it in the aeroplane? Why?
And you'll note from the 'checklist' sections that the items covered are few and easily checked. Things like spin recovery are as taught in (in my day) in the PPL (no mention in the book of that placarded need for full forward stick, which in some circumstances is required). So why would you need a checklist when a comprehensive pre-flight inspection, including the engine and underneath, and a pre-flight left-to-right cockpit check covers everything? Just because some official, looking at flying training from the point of view of every PPL being airline fodder, thinks check-list-itis is ALWAYS good?
Why make things more complicated, introduce the possibility of 'doing checks by rote rather than thinking', by mandating a checklist on a biennial on such a simple machine flown by an enthusiastic and capable pilot (as all Chippy pilots are!) with no intentions of becoming a bus driver?
Would you use one in the even simpler J3 Cub?
Would you use one on a Dagling (about as simple as an aeroplane can get)?
Would you use one in a car? On a bicycle?
I remember using it to try to determine the limits on flying with the canopy partly open, but the only reference in there is that for aeros it should be fully shut. I found from experience that anything more than open to the 'second notch setting' did affect the aeroplane's handling in yaw (it became less stable). But there's nothing in the manual about that, only advice that the canopy has several 'open' settings. On hot days I generally flew it open just to first notch (except for aeros of course) which had no noticeable effect on handling. Second notch was good for aerial photography while steering with one's feet (which the Chippy does quite well!).
As an aside, I was taking off one day on a first post-maintenance flight when the canopy (which I'd checked by trying pull it open before we took off as I always did, and it didn't budge) became unlatched as we hit a particularly big Barton bump on take off, and slid right back. Too late to abort t/o, but luckily my mate in the back seat was on the ball and he caught it before it hit the stops, and we managed between us to get it closed and latched on the climb-out for a quick circuit before giving it back to the engineers for a bit of latch adjustment!
There's lots of stuff in there about maintenance procedures, and every Chippy pilot should study the flap system to see why VFE speeds should NEVER be exceeded! Those cables are thin, and failure will lead to asymmetric deployment.
But carry it in the aeroplane? Why?
And you'll note from the 'checklist' sections that the items covered are few and easily checked. Things like spin recovery are as taught in (in my day) in the PPL (no mention in the book of that placarded need for full forward stick, which in some circumstances is required). So why would you need a checklist when a comprehensive pre-flight inspection, including the engine and underneath, and a pre-flight left-to-right cockpit check covers everything? Just because some official, looking at flying training from the point of view of every PPL being airline fodder, thinks check-list-itis is ALWAYS good?
Why make things more complicated, introduce the possibility of 'doing checks by rote rather than thinking', by mandating a checklist on a biennial on such a simple machine flown by an enthusiastic and capable pilot (as all Chippy pilots are!) with no intentions of becoming a bus driver?
Would you use one in the even simpler J3 Cub?
Would you use one on a Dagling (about as simple as an aeroplane can get)?
Would you use one in a car? On a bicycle?
Last edited by Shaggy Sheep Driver; 23rd Aug 2014 at 09:55.
I used a mnemonic checklist in the flexwing I flew yesterday - that makes a J3 seem positively complicated
But I have to agree about manuals - regardless of some national regulations, I see no real value in having the POH on board any single pilot aeroplane.
G
But I have to agree about manuals - regardless of some national regulations, I see no real value in having the POH on board any single pilot aeroplane.
G
POH's are obviously quite variable and yes some are not very useful. However most of the people reading this thread are probably flying a Cessna or Piper made after 1975. These will have GAMA format and contain quite a bit of information some of which may become unexpectedly useful.
A personal example example of why having the manual on board is a good idea. I was off with a friend in a C 172S for a 150 $ hamburger one Sunday. After our personal low cholesterol warning light was extinguished we go to start up for the flight back and the battery is weak enough that it won't quite start. A local fellow sees what is happening and brings over a power cart. Now some systems require the battery master to be off with external power connected and for others it has to be on. Failure to get this right can damage the electrical system. So which one for this airplane ? Well a quick check of the manual and the answer is master off.
So what would you have done since you make a point of not carrying an aircraft manual ?
Last edited by Big Pistons Forever; 24th Aug 2014 at 02:46.
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I see no real value in having the POH on board any single pilot aeroplane.
Just a remark from some strange country across the pond; for some local authorities such a statement could finally lead to pull the Certificate of Trustworthiness and invalidate the pilot license - no joke, just talk to someone i.e. under the repression regime of something called ZÜP ...
Just a remark from some strange country across the pond; for some local authorities such a statement could finally lead to pull the Certificate of Trustworthiness and invalidate the pilot license - no joke, just talk to someone i.e. under the repression regime of something called ZÜP ...
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So what would you have done since you make a point of not carrying an aircraft manual ?
To answer your question, I'd have hand-swung it. That you didn't (it's no big deal on a 172) tells me you might be an aeroplane driver rather than an aviator.
Last edited by Shaggy Sheep Driver; 24th Aug 2014 at 16:15.
What would I have done?
I'd have phoned somebody who had a manual. Or gone to see if there was one about the airfield I could borrow. Or for that matter looked it up in the POH I had on board, since I might well keep a copy as a matter of convenience.
Or dare I say it, used the "external power start" bit from the official checklist, which I'm pretty sure is there.
Stuck on the ground without the POH to look something up might be inconvenient, but it's unlikely to jeaopardise flight safety, as in that situation or most similar ones, you have the option not to fly.
But in flight? A pilot should be flying, or landing his or her aeroplane if they have a problem, and anything they really need should be either in their heads, or the checklist. I can think of very few, if any, occasions where you should be looking anything up in the POH in-flight, in a single pilot aircraft. And therefore, I do not see carrying a POH in flight as having any flight safety benefit - and if it doesn't, why mandate it?
G
I'd have phoned somebody who had a manual. Or gone to see if there was one about the airfield I could borrow. Or for that matter looked it up in the POH I had on board, since I might well keep a copy as a matter of convenience.
Or dare I say it, used the "external power start" bit from the official checklist, which I'm pretty sure is there.
Stuck on the ground without the POH to look something up might be inconvenient, but it's unlikely to jeaopardise flight safety, as in that situation or most similar ones, you have the option not to fly.
But in flight? A pilot should be flying, or landing his or her aeroplane if they have a problem, and anything they really need should be either in their heads, or the checklist. I can think of very few, if any, occasions where you should be looking anything up in the POH in-flight, in a single pilot aircraft. And therefore, I do not see carrying a POH in flight as having any flight safety benefit - and if it doesn't, why mandate it?
G
I hand swing aeroplanes where I can reach without standing on tippy toes. That rules out a chippy, and plenty of others, for me. And anyway I need someone I can trust on the inside, especially with the super cub, which has shower of sparks mags. So one has to disengage the starter ( there is a switch) and turn the key to buzz the mags. Then the inside person has to get out engine running, from the front seat, and I have to get in. So actually I would rather be inside, with someone else doing the pulling on the prop. You going to come and do it for me? and what has this got to do with a C150 checklist anyway?