Lengthy superfluous checklists and airmanship lookout
Reading a thread on this forum about Jabiru flying techniques made me think about the latest CAAP called Updated Advice for Pilots on Non-controlled Aerodromes
Two extracts come to mind. One states: "The advisory sets out principles for good airmanship when flying at non-controlled aerodromes, as well as allowing flexibility in operations. Following the advice will improve situational awareness and safety for all pilots"
and the other says:
5.5.4 "Most collisions occur on downwind or on final approach. There are many distractions during this time, including configuring the aircraft, completing checklists, setting equipment and communicating. Early completion of checklists and configuration changes will help to minimise distractions at this critical time."
One flying school in the Melbourne area operating Jabiru aircraft requires a lengthy and mostly superfluous Before Landing checklist to be memorised by the student and which is conducted on the downwind leg of the circuit.
It went like this: Hatches and harnesses, brakes , mixtures, masters, mags, undercarriage down and locked, fuel pump on, fuel pressure Ok, fuel contents OK, carb heat hot, temps and pressures all OK, flaps as required. A total of 13 items. In fact, similar generic checklists are used by most flying school operators for various types of trainers including the Cessna 172.
In contrast the Jabiru POH/AFM states just three required items:
4.4.8 Before Landing (and flight below 1000ft AGL)
Brakes .....................................................OFF
Harnesses ............................................... SECURE
Fuel Pump ...............................................On
And the Cessna 152 POH also gives only three items for the before landing checks. They are: Seats, Seat belts, shoulder harnesses...Adjust and lock.
Mixture....Rich. Carburetor Heat.....On (apply full hear before reducing power)
............................................................ .........................................
What is it with flying school CFI's and instructors that demand such lengthy and superfluous and often erroneous checklists that student pilots have to memorise on the downwind leg of a circuit where the priority should be a good-look out for conflicting traffic? For example, Moorabbin must be one of the busiest general aviation circuits in Australia, with the vast majority of aircraft flown by student pilots who are already flat out trying to fly a circuit - let alone trying to remember all those downwind drills which means looking inside the cockpit trying to concentrate on making meaningful checks instead of merely mouthing drills by memory but not actually checking.
Superfluous drills like undercarriage down and locked in a Jabiru fixed gear aircraft, for goodness sake. How illogical is that? - or Master Switch and Magnetos on. Or Temps and Pressures. Do you ever hear of a Boeing or Airbus crew checking temps and pressures for each engine on the downwind leg?
The time is well overdue for an intelligent review by flying school operators of the way they overload students with checklist drills that are so illogical for the aircraft type and yet expect students to follow the principles of good airmanship espoused in the above referenced CAAP.
Re examine that CAAP extract above to see what I mean. Here it is again: 5.5.4 "Most collisions occur on downwind or on final approach. There are many distractions during this time, including configuring the aircraft, completing checklists