Improving efficiency / speed at the start of my flight?

[Another Biggles]

Hello fellow prunes,

This may sound a slightly odd title - I'm not quite sure how to categorise what I want to know, which is this:

At the start of my flights, I find I'm still quite slow to get myself started, and wondered if anyone could share any tips they had for "speeding up" or getting ready more quickly?

By "start of flight", I mean everything right from planning the next flight (applying pen to chart, thinking about my route), arriving at the airport / airfield and getting Wx, NOTAMS, plog finished, etc. Also, pre-flight (A-Check), and all checks prior to actually being "ready for departure" if you like.

I found that throughout my PPL while I was safe, I was also slow. It appears to take me longer to gather all the info I need prior to walking out to the aircraft, that compared to other flyers I'm slower to perform my checks, slower to be at the runway hold and be "ready". Some of this I can attribute to continuing to build up my confidence, and the fact that I don't fly as regularly as I perhaps should at this stage in my progression (once a fortnight, perhaps).

I know what I'm doing, and feel confident about doing it, but I still feel "slow" (hope I'm making sense here). Useful tips might be something as simple as plugging in your headset before getting into the aircraft, to make sure you can actually reach the headset sockets, or using some kind of app on your phone / ipad to speed up your mass and balance calculations. Or where you stow your flight bag and charts, etc for easy access. I often find myself "faffing around" when I get started, like various items falling about, putting my water bottle with my bag on the back seat, then only remembering this when I'm about to taxi / at the hold and struggling to sort it out before I depart.

For context, in terms of hours gained I'm still a fresh PPL (A) holder (I learned in the UK) with only a few solo hours under my belt post-skills test. I'm currently working my way through the ATPL theory exams (modular), so I'm aware that I need to make the most of my hour building in all respects before tackling the CPL, etc.

As an aside, I'm also aware of the current state of the aviation industry, so while I appreciate this is pprune, where negativity reigns supreme, please can we try to refrain from discussing the pitfalls of a career in aviation (partly why I chose to post in this forum, and not the "Professional Training" one).

Thanks in advance for your responses / advice! In spite of the above, I still love reading the threads on this site as people continue to provide useful information for the benefit of others :)

Cheers,

A Biggles

[Hornet863]

Hi
I find if I plan the route / plog etc... either the night or morning before the flight that means there is less to do when arriving at the flying club. All you need to do then is add the wind to your calculations and check the NOTAMS (if you haven't done before you leave home of course). Quick check of the actual weather when you get to the airfield and away you go. As for the preflight checks its probably not a good idea to rush these as that is when things can be missed.

[foxmoth]

Flight planning can be greatly sped up by using something like SkyDemon - even the free one will do all your calculations for you and give you the NOTAMS (as long as you are on line for NOTAMS), weather etc can be checked on the met office site and planning done before leaving home. Try and be organised when you get to the aircraft - as you suggest yourself, sort out bags/water/headset before the walk round. Checks I would suggest should NOT be rushed, the only real way to speed these up is practice - though familiarising yourself with the checklist at home between flights will cut down the fumbling you are probably finding ATM.

[Stu B]

I use the EasyVFR app (works on Android, IOS and Windows - details from Google I'm sure) for my flight planning - if you want it will produce a briefing sheet of all NOTAMs relevant to your route (and allow you to filter out ones on the route but not relvant to what you are actually doing), shows a graphic presentation of weather along your route or round your flying area on a map, programmes your iOS/Android/windows tablet/phone as your GPS, etc. I usually plan the night before, then do a quick "refresh" of weather and notams before setting off to the airfield.

Don't be embarrased by taking your time doing the checks - but perhaps a "checklist" for the "other stuff" like water bottle, etc, might help you develop a systematic approach to those actions, too.

Use a multi-compartment flying bag, keep all your stuff in it and learn where in it you are going to keep each item so you can go straight to it.

As I have my own aircradft, I always refuel it when I get back at the end of the flight so it is ready for a quick getaway on the next flight - time saved before setting off is always more valuable than time before driving back home when you return.#

HTH

[what next]

Hello!

At the start of my flights, I find I'm still quite slow to get myself started...

That's totally normal and no problem at all. Most important thing: Allow yourself to take all the time you need and under no circumstances get yourself into a rush. The time "saved" by doing stuff in a hurried way will be spent ten times for rectifying the consequences of your mistakes afterwards.

As others already said: Organize your gear in a reasonable way (at home, not when already inside the aircraft!), make the best use of technology unless you want to practise "manual" flight planning in view of your coming ATPL course and rehearse (so to say) your flight mentally on the way to the airport: What needs to be done in what order, where might I encouter unusual situations and so on.

From your training you are used to a speedy way of doing things because (most) flying instructors don't like to waste unpaid time on the ground and will do a lot of your work for you, often without even telling you. Also, they will have organised the tasks in an optimised way, again without telling you. Now you are on your own and have to catch up on your instructors, which will take some practise....

Mind you, when I fly at work (commercial bizjet operation with two-crew) we are required to be at the airport at least one hour before the flight. And very often, we need every minute of that hour, even if many tasks (like flight planning, catering and aircraft cleaning) are done for us by the company. So never mind your "slowness"!

Happy landings
Max

[Big Pistons Forever]

I hate flying with people that rush around. I really hate fast hands in the cockpit. Measured methodical thoughtful actions around and in the airplane is always good.

My next comment is meant as a general observation and not meant to apply to original poster or indeed anyone in particular

I have had students that have made similar comments as the OP. I found that a lack of confidence was sometimes at the root of the issue particularly with new PPL's who felt that they did not have the comfort blanket of an instructor watching out for them.

For those students I recommended that they pick an enjoyable short trip they were already familiar with and then fly the same trip in the same way a few times. I found that by the 3rd or 4th time things started to go more smoothly for them and that gave them the confidence to stretch their wings.

Flying with other good pilots is also very valuable. You will see other ways of doing things and get to see flying operations outside of the flight training bubble, which frankly is not the way aircraft are operated in the real world.

[BackPacker]

What might help is a pre-flight checklist for yourself.

Self:
- I'M SAFE (Illness, Medication, Stress, Alcohol, Fatigue, Eat)
- Licence expiry dates checked
- Currency (90-day pax rule, 28-day club rule) checked

Flight preparation:
- Aircraft: Confirmed A/C booking, tech issues
- Departure airfield: PPR, charts up to date and to hand
- Route: Line on chart and plog done (with possibly the wind correction delayed, if you do this the evening before), altitude decided, fuel required calculated
- Destination airfield: PPR, charts up to date and to hand
- W&B done
- Weather checked
- NOTAMs checked
- Flight plan filed (if req'd)
- GAR or other customs/immigration requirements met (international flight only)

Aircraft preparation:
- Signed for aircraft, got keys, A/C logbook, A/C POH and other paperwork, fuel card
- Walkaround completed / confirmed any squawks that were already filed
- Checked sufficient fuel on board
- Stow to have to hand: headset, sunglasses, hi-viz (if req'd), A/C logbook & checklist, snack&drink, personal kneeboard with plog+chart+pens.
- To remain in flight bag but accessible: spare glasses, licence, passport.

Passenger brief:
- Propeller hazard
- Wing walks
- Headset, intercom use, sterile cockpit procedures
- Seat belts fastening and opening
- Doors closing and opening
- Cell phones off
- Warn me of any traffic
- Let me know when you get airsick in advance, location of sickbags
- Controls free, "my controls", "your controls"

Post flight:
- Check all switches off, mags off, mixture ICO, fuel selector off
- Check A/C for forgotten personal items, tidy up A/C
- Apply control locks
- Close all doors
- Chock or tie-down aircraft
- Fill in A/C logbook and any club lists (for charging the flight)
- File any squawks found with the aircraft during the flight
- Fill in personal logbook

If you create a personal checklist just like this, you can just tick off the items, and go flying with the confidence that you've got everything done.

Furthermore, with a methodical approach (even without a formal checklist) you'll find you've got everything sorted before you start the engine. Having to root around for stuff with the engine running is not only dangerous but - depending on how the aircraft is charged - can also be very costly.

[RTN11]

Routine and practice are the key.

Doing the same things in the same order each time means a lot of it will effectively become muscle memory, from completing the walkaround to checking the weather, the more you practice when you're not flying the better.

Back in my low hour PPL days, I found I always checked the aviation weather sites while I was at work, or in the evenings. This gets you very familiar with where to find the info, so it takes far less time when you need it. Do the same with NOTAMs and you've instantly sped up your pre-flight prep.

Just keep practising and thinking about these things while you're not flying, even taking a few minutes each evening to "arm chair fly" where you just picture everything you need to do pre-flight to get the engine running, power checks complete, and then post-flight actions.

If you're serious about going commercial, I'd be practising these things at least every other day to get them running smoothly. Even on my commercial type rating we had a cardboard cut out of the aircraft with all the switches and buttons. We were told this is where we should learn all the procedures so by the time it comes to the sim/real aircraft it's just practice.

[foxmoth]

I quite like this, but I would probably put - Walkaround completed at the end of the aircraft preparation - Fuel at some places is a bowser or needs to be ordered in some way, also stowing your stuff beforehand gets it out of the way - I have seen people do a walk round then taxi off with something left on the ground.
As far as -confirmed any squawks that were already filed goes, I have been flying for over 30 years now and never had a squawk filed ahead of climbing into the aircraft - the only ones I can think of that you would have beforehand would be the "listening" squawks, these should be part of your preflight planning, done beforehand and dialled up when the transponder is turned on after start.

[Piper.Classique]

Foxmoth, I think in this context squawk means snag or defect....it's American I believe.

[BackPacker]

Yep. That's what I meant.

[+TSRA]

Hello Another Biggles,

Don't mistake speed for competence. When you look at other pilots getting to their aircraft quicker than you, doing the walk-around quick and getting into the air quick that's not often a superior ability. Often its a lack of focus or a lack of respect for detail.

I've seen this not only in myself but in other pilots - you get going quick, get good at doing something and now it takes you 20 minutes to do something that used to take you 60. That's getting used to the job and the tasks that are required. That's normal.

It's when you try to improve that 20 minutes down to 10 that errors start to creep in and things get missed. When people run around the club, airplane or ramp that's them trying to get the time down again. Sometimes its because you're stressed. Sometimes its because you're crunched for time. Most times, however, its because you want to look cool. "Look at me, look how quick I can get this done."

Eventually, though, something happens. You'll scare yourself or someone you know will get hurt or worse. That's normally the time you take stock and go back to using more time. For example, I can get my flight planning done for an 8 sector day in about 15 minutes. I can do it; but I've been hit before. So I intentionally do it in 30 minutes. I double check everything, bring out the old "west is best" and all that sort of stuff. Just to put this in perspective: I've been flying commercially now for just on 10 years.

I often find myself "faffing around" when I get started, like various items falling about, putting my water bottle with my bag on the back seat, then only remembering this when I'm about to taxi / at the hold and struggling to sort it out before I depart.

This sounds to me like you're so concerned about getting the small details right that you're worrying about the even smaller stuff. I tell my co-pilots and used to tell my students: take a breath. Take 30 seconds before the next major event in your flight: engine start, taxi, take-off, etc - and breathe. Look around you. Don't worry about the airplane or the flight plan. Think about yourself. Do YOU have everything. Wallet, keys, water bottle, cell phone. Breathe again. Smile - you're about to go flying! Close your eyes, breathe again - have you forgotten anything else? Breathe again, then jump back into the game. This sounds very psychobabbley but it works. I do something similar to this on those days where I can see myself forgetting something. Let me tell you - I see my co-pilots doing it too now, even though I got the odd stare at the beginning.

Good flying! :)

[Miserlou]

Another Biggles,

I think I have the drift of what you are saying.
It seems to me that someone told you flying was difficult and complicated. I'll let you in on a secret. It ain't!

As Big Pistons said, it's usually a confidence thing. And +TSRA said don't confuse speed with competence. But a methodical approach is very efficient and a lot faster than you'd imagine.

A few things to consider.
Try getting into a 'warm' aeroplane. Perhaps brief the previous user that you want to get off quickly so they might check the oil and fuel are sufficient for your detail.
Bear in mind, at aerobatic practices, we used to do running changes where the engine would be running for 2, 3, 4 or more pilots.

You don't need to have a plan. Just go fly.
See how long you can go without looking at a map or checking a log.

You don't need to talk to ANYONE. Just go fly. In peace.

Try diverting. Start following your route and then go somewhere else. Remember how long your finger or pen is on a map and your 60 rule.

These things should give you confidence and will help you sort out 'nice to know' and 'need to know'. Need to know is a VERY small list.

This confidence will help you. Minimalist is the way to go.
Enjoy your new found freedom.

[thing]

Another Biggles

What's the rush anyway? All airfields are secret time contraction devices. Turn up an hour before you want to go somewhere and you won't have enough time. Turn up four hours before and you won't have enough time. It's the way of things.

Being serious for a rare moment; I find that doing it by rote works well for me. I know I have to have completed five things before I go out and check A the aircraft, I know I have to have completed another eight things before I walk for the flight. I just count them off and make sure I've done them. I do them in the same order every time.

Planning wise I do it all the night before, draw the line on the map, look at the forecast weather (I know it changes but it gives you a rough idea), all of the guff that you can do beforehand then do so. Driving to the airfield I already have the route and any turning points in my head. I can do a plog with the latest weather, or Skydemon can, when I get to the club. Then I compare what it says on SD and what I thought it should be. If it's a close match I'm happy.

This may not suite everyone, everyone has their own way but for me being a very methodical person it works a treat. Never ever be rushed or put any pressure on yourself or allow anyone else to do so; if anyone tries to then tell them to have a sexual adventure.

It always boils down to the 6P's. Prior Planning Prevents Piss Poor Performance.

so they might check the oil and fuel are sufficient for your detail.

Have to say I would never get in any aircraft as P1 whether checked by your closest flying pal or not without checking the fuel and oil. How long does it take?

[foxmoth]

Have to say I would never get in any aircraft as P1 whether checked by your closest flying pal or not without checking the fuel and oil. How long does it take?

I agree with that, but I think it is more a case of the person before you filling it up for you if needed, rather than you needing to fill it up.

[OhNoCB]

Inside the aircraft (and around it) I think you should take as much time as you need. Only tip I would give here is something you already mentioned or hinted towards, is trying to improve cockpit organisation. This is quite a personal thing so just needs playing around with until you have an idea of where everything should be or go.

Before going to the aircraft, have a routine. whether or not you use electronics to speed things up or not isn't relevant but have a routine.

For me at work it goes like;

Get f214/215 or equivelant
Prepare plog
mass and balance
file flight plans
get notams
get current weather and forecasts
go to aeroplane

for a private flight for me personally it comes down to

put route in skydemon and print plogs
check weather on phone (Aeroweather)
check notams on skydemon
mass and balance on phone (WnB Pro)
go to aeroplane

Others will do it differently but I think its just personal.

[Miserlou]

Geez folks,

Stop giving the guy more lists!

Foxmoth and Thing,

How many hours do think the aircraft can fly when you take off with the oil on the minimum mark?

How many aircraft don't have an oil pressure or fuel gauge?

As +TSRA wrote, it sounds like fussing over smaller and smaller stuff.
It demonstrates a firm grip of the non-essential.

I'm just advocating some common sense. And to encourage a little less obsessive compulsive behaviour.

BTW, Are people always doing Weight & Balance for SEP? I mean a 172 or PA-28 or similar? Seriously?

[what next]

How many hours do think the aircraft can fly when you take off with the oil on the minimum mark?Two or three times as long as the largest fuel tank lasts...

For me at work it goes like;

Get f214/215 or equivelant
Prepare plog
mass and balance
file flight plans
get notams
get current weather and forecasts
go to aeroplaneAfter some unpleasant surprises over the years, both privately and at work, for me the first item on this list is: "go to aeroplane". A flying school or rental aeroplane may not even be there, have a flat battery, a flat tyre, no papers onboard or some very obvious fault that makes it unflyable (I experienced all the items on that list at least once). Discovering that after having spent an hour with preparations can ruin your day even more.

[RatherBeFlying]

Your flying school trained you how to perform a flight safely.

So fly as you were trained.

Yes, there's lots to organise. Once you got to solo, you should have developed the habits to bring along what is needed.

Not bringing along stuff like cell phone, water etc. can lead to inconvenience, but is highly unlikely to kill you or damage the aircraft. Stuff like that left behind will motivate you to work out a way to have it available next time around;)

Go forth and fly regularly with an eye to evolving a routine that works for you.

[thing]

How many hours do think the aircraft can fly when you take off with the oil on the minimum mark?
How long do you think it will last for when the last pilot checked it was 6 quarts and after his flight it's now four?

How many aircraft don't have an oil pressure or fuel gauge? So you know about the incredible accuracy of spam can fuel gauges then? Ever aircraft I've flown has the requisite oil instruments but surely the point is not to have them tell you that your donk is having problems in the first place. I've been flying this afternoon inbetween posts and I actually timed how long it took to check the oil. Sixteen seconds, and that includes getting my hand onto my watch after putting the dipstick back so maybe knock a couple of seconds off that. Hardly going to put a crimp in your day is it.

But as I said, everyone is different and we all approach flying differently. I would say from arriving at the club to taxiing takes me around 20 minutes. If I didn't check the oil and fuel it would shave another thirty seconds or so off, so maybe I would be another one nautical mile ahead of myself.

[maxred]

This is of course where the world of difference between owning your own aeroplane, and jumping in to the 'club' aeroplane kicks in.

My view has always been that it is an A, B,C,D, building block mentality to checks. If you use the same routine, before, and after your last flight, and you own the aeroplane, then everything should be as you left it. But let's check anyway......

Use the same mentality in the club aircraft, but double check everything. I always found it amazing when flying group, or club aircraft, the disarray some folk could leave an aeroplane in. Even the time when someone had been out to test the radio, and the next guy pitched up to a flat battery, because the radio, master, had been used for over an hour, and then left on for two days:ugh:

I still run through my check lists religiously, file the flight plan at home, if one required, and check weather before I get to the field. As mentioned earlier, no need to rush it.

One thing to watch out for. Your doing your walk round, getting ready to leave, when someone comes up to you to have a chat....now that can put you out of your stride. Once left my mobile phone on the elevator, prior to a display. Found it on the grass on my return,but it could have been a bit worse..:8

[Armchairflyer]

One thing to watch out for. Your doing your walk round, getting ready to leave, when someone comes up to you to have a chat....now that can put you out of your stride.Good point! Chat with a fellow pilot during refuelling recently had me worrying afterwards whether I had put the filler caps back on (luckily I did). Any distraction during a flow of actions has indeed been identified as a serious safety threat (for more detailed reading cf. e.g., "The Multitasking Myth").

Regarding the OP: flying is not a speed contest, and you're probably not on a scramble mission. Good and timely preparation has its merits, but once near or in the airplane, take it slowly. Fast Finger Freddie and/or rushed preflight or inflight checks are extremely bad companions in aviation.

[foxmoth]

How many hours do think the aircraft can fly when you take off with the oil on the minimum mark?

Well, having got airborne with oil on full and running out of oil before fuel (picked up by low pressure) on a flight I prefer NOT to depart on minimum oil level!:eek:
Yes, most modern aircraft will be fine departing on min, but not recommended, and there are older aircraft where the oil consumption is more of a consideration than the fuel!!

[OhNoCB]

BTW, Are people always doing Weight & Balance for SEP? I mean a 172 or PA-28 or similar? Seriously?

On a normal flight with variables I'm familiar with, no. If I'm taking more people or going longer and know its going to be a bight tight then yes, I do. Only takes 15-20 seconds so why not.

After some unpleasant surprises over the years, both privately and at work, for me the first item on this list is: "go to aeroplane". A flying school or rental aeroplane may not even be there, have a flat battery, a flat tyre, no papers onboard or some very obvious fault that makes it unflyable (I experienced all the items on that list at least once). Discovering that after having spent an hour with preparations can ruin your day even more.

Very good point. Something I should think about. I've been lucky thus far as to never have a problem show itself until at least the engine start, but that's not to say it will remain that way!

[mixture]

in terms of hours gained I'm still a fresh PPL (A) holder (I learned in the UK) with only a few solo hours under my belt post-skills test.

Forget the rest of the waffling nonsense in your post, this is your problem. :)

Patience will be well rewarded young man. Continue doing things by the book as you've been taught .... a few dozen hours later and it'll all become second nature and you'll wonder what you ever came here moaning about !

Remember what it was like the few weeks after you'd just past your driving test ? Driving around the mean streets alone without your instructor and the security afforded by the "stay away" big L plates ? Well its the same with flying.

Whatever you do, don't be tempted to cut corners.

[tecman]

I wouldn't be too worried about being slow at your early stage of flying, but the goal should be continuous improvement, perhaps using some of the ideas other posters have contributed. The main thing is to have a structured approach, so that the must-do items are covered off unambiguously. As an aircraft owner, and assuming a large part of the flight planning has been done the day before a major trip, for me that means starting with the aeroplane and doing a proper daily inspection with fluid checks, fuel drains, etc.

While slow and steady is OK, be wary of undirected faffing. Better to consciously learn from your shortcomings and, if necessary, steal and adapt what you see working for people with whom you like flying. I used to marvel at how easy the good pilots with whom I flew made cross country flying. I could see it was all down to preparation and clear thinking on the day and, over time, I've tried to likewise achieve a good standard. Just because you're a PPL doesn't mean you can't be totally professional in your flying!

I think that the fact you recognize the issue indicates that you'll probably make good progress. In my observation, not all pilots do see the problem and it's not uncommon to see recreational flyers of years standing still having issues with task prioritization, cockpit organization, etc. It's ironic but true that all the discipline ultimately leads to a sense of freedom: with enough directed practice you reach a point where you can do the important planning and aircraft-related tasks swiftly and accurately, with the result that the actual flying becomes even more enjoyable.

One interesting observation I've noted is that the business of getting their flying together has really helped some self-confessed chronic faffers in other aspects of life. There are no doubt some interesting things going on but, from an outsider's perspective, the effect is certainly obvious.

[fireflybob]

At times I can't believe how incredibly complicated we've made it to safely operate a light aircraft.

Whilst broadly speaking I am in favour of the use of checklists, lists, "standard procedures", mnemonics and the like the pendulum seems to have swung too far in this direction to the detriment of using common sense and some original thought when required.

Good pilots are looking for ways of reducing the workload and not increasing it. Work smart and not hard and KISS - Keep It Simple Stupid!

It's a slight digression but when instructing I find myself having to spend more and more time speaking about "checklist philosophy". There's a lot more to safely operating an aircraft than just blindly following a set of procedures.

A checklist is there to ask the pilot the question "Have you done this?" and not "This is how you do it!". One simple example of this are the immediate critical actions after start. Typically these are checking the starter warning light has extinguished, the oil pressure is rising and setting 1200 RPM (as appropriate to type). These checks should be done from memory rather than having head buried in a checklist whilst the revs go leaping up to circa 1700 RPM with a cold engine whilst said pilot laboriously plods throughout the checklist. Having completed the actions we then refer to the checklist to ensure that nothing has been omitted. This same philosophy can also be applied to preparation before flight i.e. do the actions and then refer to a list to make sure you have considered all items.

Many commercially produced checklists I find are appallingly written in this respect with items which are in conflict with the POH on the aircraft.

Speed and efficiency come through understanding (i.e. why are we doing this now etc), competence and regular practice. As has been said previously I wouldn't be overly concerned with speed. My observation is that those who rush things often end up taking longer. As my father used to teach "Hurry slowly".

[thing]

A checklist is there to ask the pilot the question "Have you done this?" and not "This is how you do it!". One simple example of this are the immediate critical actions after start. Typically these are checking the starter warning light has extinguished, the oil pressure is rising and setting 1200 RPM (as appropriate to type). These checks should be done from memory rather than having head buried in a checklist whilst the revs go leaping up to circa 1700 RPM with a cold engine whilst said pilot laboriously plods throughout the checklist.

I don't think anyone has a problem with that (other than the checklist plodders as you mention). The 'After start' checklist as you say is actually a two or three second scan around the relevant bits that are invariably much the same for any SEP aircraft; lights out that need to be out, oil pressure, revs, wigglies and sucking. You can then have a look at the checklist. The checklist (I'm assuming this is what you are saying) isn't a 'this is how to fly an aircraft and if you don't do things in this order you will die', it's just a reminder of the functions you should already know as a competent pilot.

However, I still follow the checklist, because being human, I will forget something important at some stage or another.

[fireflybob]

I don't think anyone has a problem with that (other than the checklist plodders as you mention). The 'After start' checklist as you say is actually a two or three second scan around the relevant bits that are invariably much the same for any SEP aircraft; lights out that need to be out, oil pressure, revs, wigglies and sucking. You can then have a look at the checklist. The checklist (I'm assuming this is what you are saying) isn't a 'this is how to fly an aircraft and if you don't do things in this order you will die', it's just a reminder of the functions you should already know as a competent pilot.

However, I still follow the checklist, because being human, I will forget something important at some stage or another.

thing, I agree entirely!

[Miserlou]

Thing, Fireflybob,
Agreed.
Nice to see there are other old farts like me around.

[tecman]

It's the clarity of thought and action that's important, rather than the exact way it's achieved. My own belief is that committing the simplest appropriate check lists to memory represents a worthwhile commitment to one's flying. Eyes down, labouring point by point over a written checklist on mid-downwind is not a good look.

The funny thing is that after a while you can almost predict the standard of the flying by taking in a pilot's behaviour as he/she gets to the holding point. I did my AFR (two yearly review) a couple of weeks ago and the test officer mentioned afterwards that she can usually predict outcomes in the first minute or two. If you bumble around doing the preflight, start etc it's a pretty fair bet that's the general approach to your flying.

I again commend the OP's awareness of his situation and his wish to improve.

[Another Biggles]

Hi everyone,

Thank you so much for the honest, constructive replies, including those that were less forgiving (tecman - I certainly don't want to give anybody reasons to doubt me / my ability before I've even gotten off the ground - good advice)! These were exactly the responses I was looking for...

I think the ideas of employing common sense and trying to keep things simple are good points to keep in mind, and I particularly like the idea of having a short and simple mental checklist of what I need to cover at each point (sorry - can't remember who posted that).

Re checklist usage: I memorised all checks done whilst airborne a long time ago, but agree my "ground checks" (if you like) could be smartened up a bit. As some of you mentioned, it would probably be a better idea to run through all ground checks from memory (which would have the benefit of making me think what I'm doing next and why), but confirm each section is complete by running through the checklist items at the end of each section. After all, there's nothing worse than carrying out checks blindly, without any thought as to why such an item needs attention.

Whilst it is true that I'm hour building in prep for the CPL, I wonder if becoming familiar with short-cut phone apps, GPS and aircraft autopilot, etc might not be such a bad idea? Clearly, I don't want to lose confidence in my ability to navigate through Dead Reckoning, etc but equally I'm sure it would benefit me in the long run to become familiar with other "devices" that people rely on in the real world (the GA pilots on my ground course, for example, use GPS apps "on the line", and laughed when I asked if they referred to their charts, stop-watch, etc on everyday flights).

Thanks again,

A Biggles

P.S. Oddly, I find one of the harder things to judge is how long I will need at the school where I'm hiring out an aircraft currently, between the point where I file the flight plan ETD, and getting to the aircraft in good time. Because of the way the school does things, I can't A-check the aircraft until I've done all the ground work, and I can't do any of the ground work until I've filed the flight plan. So, becoming more efficient and organised means I can feel more confident in the amount of time I have available to me, and less in a rush to depart before my flight plan expires. :)

[tecman]

AB, the question about technology versus basics is a pretty difficult one in practice, especially since you have CPL and ATPL aspirations. Most of us do use the technology that's available but, in my estimation, you also have to be totally confident in your ability to revert back to pen and paper, and hand flying.

My approach is to use a good computer-based planning package, and to use an iPAD for back-up in-flight navigation. I consciously choose to have a map and stretchy ruler (don't ask!) as my full time tools, and enjoy glancing at the iPAD/GPS to confirm waypoint estimates etc. The trick is to use the technology to improve my mental techniques. Would I do this if I were a CPL doing paying trips? Probably not every trip, but probably often enough to convince myself that I wasn't kidding myself about my abilities.

Just on a practical level, technology does fail of course. For example, summers are pretty hot here in WA and on a recent cross country my iPAD decided to go into over-temp shutdown, a well-known effect. No practical impact on the flight though: the marked up map, paper plan (and, rather too luxuriously, a panel GPS) gave seamless reversion. I do see plenty of people - particularly those in our Recreational Aviation community - who bet the farm on the iPAD or some other system staying alive.

Having said all that, you are clearly trying to build a number of career skills, including being an efficient CPL operator. Most likely that requires practising both the basics and the IT-based solutions. Same with the auto-pilot: to use it safely, you need to build familiarity while retaining the ability to hand-fly the aeroplane in all circumstances. The balance you strike on these decisions may depend on how much flying you're doing. If it's minimal, I'd suggest that concentrating on the basics should take priority. If you're doing a lot of hours, vary your routine a bit. One of the great things about being the PIC is that you get to make the choices :)

[mad_jock]

to be honest I have never seen in a incident report

"the pilot carried out excessive pre flight planning and aircraft check"

yes you can go like stink but then there is always the chance you forget something.

I legged it into work to take an aircraft to maint. Grabbed a VFR chart and headset threw it into the back and did a pre flight check then flew for an hour. When arriving the engineers started taking the piss about how many times I had checked my chart on the way there.

Turns out I had grabbed the PPL Nav exam chart which isn't much use in Scotland.