There is a LOT of negative reinforcement that happens in PPL training...chanting gear down and locked in a fixed undercarriage aircraft is a classic example...its dumb!
Every pilot uses a checklist system of some description, whether it is used to best advantage is a different story.
Checklist Systems
1/. Pneumonic (good system)
2/. Written (Ok in some areas but generally bad)
3/. Electronic
4/. Mechanical (SAFGO/TAB type)
Whatever system you choose it MUST be tailored to the aircraft type.
The big problem with written checklists is the temptation to include lots of items on them. The other problem with written checklists is they require careful attention to not lose your place. They are a distraction and generally only used sparingly in non critical phases of flight.
Electronic checklists can be good PROVIDED they are tailored to the aircraft...one aircraft I have flown (Citation 560) had an electronic checklist in the radar...it had never been tailored and there were items that were not relevant to the aircraft which you had to skip over...there was another item "Passenger Seats"! Yes we had them and they appeared bolted to the floor!!
It was a reasonable 'system' that was totally negated because it was at least 20% BS items.
The best checklist I have ever used was a SAFGO checklist we had in Talair (PNG). It was a checklist with tabs that covered items when the scan was completed and the item checked. The same checklist, with tailored checks, was in every aircraft in the company...C206, BN2, BE55, Dhc6 and Banderante...they were all flown single pilot. Each Tab had two or three items that were related either by system or geography in the cockpit thus each tab was a backup check to a memory scan.
We had a similar ‘slide & tab’ system in PX F28s, Dash 7s which was also fantastic. Like the Talair SAFGOs it was tailored to the aircraft and not one BS item was evident.
I own a Bonanza and have flown virtually every Cessna and Piper type that has been produced since the 60's...all with a scan and pneumonic checklist (SE only).
Scans
Scans are what airline/jet pilots use to check each system is in the correct configuration. It is memory thing which relies on understanding the system completely and knowing what configuration you want for the phase of flight you are in.
In every aircraft I have flown I’ve started bottom left and worked geographically around the cockpit.
It is a very good system and believe me if it works in a 747 it will work in your basic SE aircraft!
The above scan would be called something like the ‘Initial Acceptance Scan’. Another example of a scan would be checking the brake pressure/antiskid when the gear is selected down. Those are things that go together…you must develop a discipline that ensures doing one thing triggers you to complete your scan of associated systems.
When I’m passing through 10000’ in our company Falcon that triggers in me a scan.
Landing lights/Tail flood light/Belt sign.
I’m not interested in a rote learnt answer to each item…only that it is in the correct configuration for the phase of flight. The answer to 'exterior lights' in the transition checklist is "set"...which may mean on or off depending on whether we are descending or climbing.
Checklists ‘Responses’
This falls into two categories, Single Pilot and Multi crew.
In a single pilot light aircraft scenario where you might be using a pneumonic there is no such thing as a standard rote call out to yourself. Your pneumonic, if it is well thought out, will prompt you to check a system and ensure it is how you want it to be for the phase of flight and the aircraft you are flying, more on this later.
In multi crew aircraft rote learnt standard responses to standard calls are essential. What you are actually doing, scan wise, is the same, but a standard response to the challenge is required so that the PNF knows you have understood what he is asking and carried out the scan appropriately. A good pilot in multi crew ops, either Captain or F/O will know the others scans as well as his own and checked quietly that you have not missed anything anyway.
An example from our Falcon checklist would be;
PNF: “Landing Gear”
PF: “Down, three greens, antiskid checked”
PNF: “Down, three greens, antiskid checked”
You can see if I just respond “Down” or “Down 3 Greens” then the other pilot is going to just call the checklist item again until I answer correctly…which ensures that I do the scan correctly.
A Checklist System that works for you.
This heading assumes you are not working for an airline/company where the CP/Head of C&T has designed a system that you must use.
My system might be the best example. It has been refined over many thousands of hours and works for me. Parts of my system are aircraft type specific, i.e. SE Piston or Multi engine jet, but much carries over between the two.
1/. I’m going to hop in my Bonanza soon for the first time in a long time so I’ll review the Flight Manual and refresh my memory on important stuff.
2/. Performance: I have a system which allows me to do a weight and balance and basic takeoff limitations in about 30 seconds. It is based on tabulated data done on an excel spreadsheet printed out and kept in a clear stiff plastic sleeve. I have one for the Falcon and one for the Bonanza. It uses standard weights. I have another which gives me max allowed takeoff weight for almost any runway. It uses a reference runway length and has wind down one side which gives me an ‘effective’ length and a weight.
They took a lot of work and thought to design and fill with correct info…the plus is in so doing I understand those aspects of the aircraft thoroughly and can have correct info even if it’s 0330 and I’m tired.
3/. Preflight Inspection: If you need a written checklist to do this much beyond 1st solo there is a problem. Whether I’m walking around my Bonanza or the Falcon it is just a slow walk checking everything is ok and ready for flight. The dip sticks are in a different place in each aircraft and there are of course extra/different things on the Falcon compared to the Bonanza but that was covered in the type rating…I can find them without a mud map/checklist.
4/. Pre start: Covered above in ‘Initial Acceptance Scan’ Once completed the aircraft is set up to the point where you next will introduce electrons to wires.
5/. Engine Start: There are only two systems here. Carby or Fuel Injected. If you need a checklist then get out of the aircraft and go home, see point one above.
6/. Start Scan (for a typical piston single):
Brakes/throttle/mixture/beacon/clear prop.
7/. After start:
RPM/Temps and pressures/volts and amps/radio master.
8/. Pre taxi: While waiting for the engine to warm up you might brief your departure.
R Runway: Which one, wet or dry, full length or intersection?
A Asymmetric: What will I do if an engine fails before V1 (on the ground if SE/light aircraft) after V1? Which way will I turn, what is a good minimum safe altitude, IMC/VMC, follow SID or maneuver visually?
N Normal Departure: SID, Visual departure, how? MSA/LSA/Transition altitude?
N Navaids: What navaids do I need, are they set up as I want and identified?
9/. Engine run-up: Need a written checklist for that? See point 1/.
10/. Pre Line up: TEMPFICH
Throttle friction, Engine, Mags, Prop, Fuel/flaps, Instruments, Cabin, Hatches & harnesses.
I’m not interested in rote answers to the above pneumonic…I’m ensuring everything is ready one last time before committing to a takeoff. If you need a written checklist to tell you to check the mixture and boost pump, tank selection under the heading fuel then hand in you license. If ‘Engine’ doesn’t prompt more than “hmm bolted on the aircraft in front of me” then go home…I don’t want you in the same sky as me!
11/. After takeoff: Aircraft clean, climb power set, temps and pressures.
Throttle, mixture, Fuel, pitch, cowl flaps and engine instruments are one interrelated ‘system’…when you adjust/think about one you adjust/think about all.
12/. Cruise: Read the second sentence of 11/.
13/. Descent: Think logically of what YOU are going to do from TOPD to touchdown.
Descent Point?
Transition Altitude?
LSA/MSA?
Approach…visual/instrument? Brief/revue the approach plate and the aerodrome diagram so you know where you are going after touchdown.
Fuel to hold/divert?
Notams?
Navaids?
These days the above is second nature but when I was a new F/O in airlines I had a filthy little ditty to help me remember the first letters of each heading in logical order. I would write each heading down on a scrap piece of paper and use it as a ‘checklist’ for my descent brief. A ditty for the above might be. Despite Prior Training All Little Miss Annie F**king New was Nothing
I remember one I had for the Dash 7 ended in Lascivious Anal Sex…which stood for Lsa/msa, Approach and Special procedures…whatever works for you.
14/. Pre landing: BUMFICH…you all know what this means and combined with PUF on finals should keep you from any big stuffups. Again I’m not interested in rote responses but whether each system, and its ancillary systems, is in the correct configuration for the phase of flight. In 2 aircraft I’ve flown/trained in, C404 and Aerostar, the pitch remained in the cruise setting until after touchdown…so P doesn’t always mean ‘pitch fully fine’.
Chuck.