MrMum,
Sorry, yes, I just don't know all the acronyms (particularly UK flying club, and computer speak). I did start a thread a while back, suggesting that all these acronyms be listed (as I'm required to do on my all my reports), but few people contributed. Please help me out; SPA?
Please be assured that I know that you're talking about, 5K of my 6K+ hours would have been flown without ever looking at a checklist, and I'll do it again tomorrow. But, I cannot condone the "blanket" suggestion that a pilot should be able to fly without reference to one, even after studying the flight manual in advance of the flight. Worse, I really cannon condone references that a pilot who chooses to refer to a checklist is the lesser for it. How far do you extend this backward? If the pilot needs to review the flight manual, I'd say that the chances go way up that that pilot needs to refer to the checklist at certain phases in flight. They very certainly will have a very weak argument if they forget something 'cause they did not!
I opine that when a pilot can actually recite the content of the checklist for an aircraft, that pilot could present an argument that it need not be referred to via paper, in flight. The pre start to takeoff checklist for an MD 500 helicopter is about 40 items - depending upon the specific helicopter. All pretty new and different stuff for a fixed wing pilot like me. After the required type endorsement training, written exams, and then a 1900 mile flight in three days, I pretty well had it memorized, and holding the paper (really awkward in certain phases of flying a helicopter) seemed un-necessary. The pilot who type endorsed me did not pick up the paper. Can I argue to not pick up the paper in flight?
So taking it back to the original theme, how does a newer pilot know when he does not need to pick up the paper any more? I doubt that any one will ever commit that there is a phase in a pilot's progression on type, where the paper checklist can be discarded. I would never take that responsibility!
To me, if a pilot finds the combination of flying/watching for traffic, navigation/confirming position, doing radio communications, and also passing through phases of flight for which the use of a checklist is appropriate, too high a workload to manage, that pilot very certainly still needs to refer to a paper checklist - they are not flying ahead of the aircraft at all. If that pilto cannot appropriately share attention inside and out, they're either in too busy airspace, or in too complex and aircraft type for their skills.
Or, phrased differently, if you wonder if you need to read the paper checklist - you do!