How do you teach the use of checklist?
Dudley,
Go back in history and you will find that thousands of military student pilots learned to fly their aeroplanes by simply remembering a few checks called Vital Actions. Mostly the before start and after start cockpit drills were done left to right until it became natural for any new type of aircraft they flew was also left to right. When the war started (Germany against the British in 1939) did their fighter pilots use checklists? I doubt it because every second counted. A bullet or more would be up your arse before you could say where's my checklist?
That is all in the past and there is no point in visiting that again. It has been my personal experience over the sixty years I have been flying that blind reliance on checklist use in ab-initio flying training has led to the same flawed thinking that results from blind reliance on automation. The result of the latter has seen crews fly into the ground upside down while still screaming for the autopilot to be engaged.
Well placed confidence in his own ability is one characteristic of a good pilot. To see, as I have, a student or private pilot quite unable to function without a written checklist to direct him what instrument to check next; what setting for the elevator trim; at what stage to put on the park brake; when to check his safety harness is locked; when to ask for ATC clearance - and without these reminders, to watch his eyes looking around and wondering what he should do next. I don't call that a safe and efficient way to fly an aeroplane.
One thing is for sure, however and this has nothing to do with airmanship. The total reliance on a checklist costs the student under instruction money out of his own pocket and money in his instructors pocket. And money into the flying school bank. Think about the time it takes to be reading long winded and often superfluous checklist items while the propeller is turning at dollars per minute. And all so unnecessary when with a modicum of commonsense, a left to right eye scan can cover all required cockpit drills.
Blind reliance on written checklists is a waste of time and money and erodes a student's self confidence. I am talking about those who are learning to fly for the first time. Can you just imagine how a first time student would feel if his instructor hopped in beside him in his Cessna 150 and said no flying today, Mr Bloggs - I have left my checklist at home. Imagine that happening 60 years ago when thousands of military students were learning to fly in Engand, Canada, Australia, New Zealand and other Allied countries.
I was 21 years old and with 210 hours when I first strapped into a Mustang and flew it without a checklist. I am still alive to type this.
Go back in history and you will find that thousands of military student pilots learned to fly their aeroplanes by simply remembering a few checks called Vital Actions. Mostly the before start and after start cockpit drills were done left to right until it became natural for any new type of aircraft they flew was also left to right. When the war started (Germany against the British in 1939) did their fighter pilots use checklists? I doubt it because every second counted. A bullet or more would be up your arse before you could say where's my checklist?
That is all in the past and there is no point in visiting that again. It has been my personal experience over the sixty years I have been flying that blind reliance on checklist use in ab-initio flying training has led to the same flawed thinking that results from blind reliance on automation. The result of the latter has seen crews fly into the ground upside down while still screaming for the autopilot to be engaged.
Well placed confidence in his own ability is one characteristic of a good pilot. To see, as I have, a student or private pilot quite unable to function without a written checklist to direct him what instrument to check next; what setting for the elevator trim; at what stage to put on the park brake; when to check his safety harness is locked; when to ask for ATC clearance - and without these reminders, to watch his eyes looking around and wondering what he should do next. I don't call that a safe and efficient way to fly an aeroplane.
One thing is for sure, however and this has nothing to do with airmanship. The total reliance on a checklist costs the student under instruction money out of his own pocket and money in his instructors pocket. And money into the flying school bank. Think about the time it takes to be reading long winded and often superfluous checklist items while the propeller is turning at dollars per minute. And all so unnecessary when with a modicum of commonsense, a left to right eye scan can cover all required cockpit drills.
Blind reliance on written checklists is a waste of time and money and erodes a student's self confidence. I am talking about those who are learning to fly for the first time. Can you just imagine how a first time student would feel if his instructor hopped in beside him in his Cessna 150 and said no flying today, Mr Bloggs - I have left my checklist at home. Imagine that happening 60 years ago when thousands of military students were learning to fly in Engand, Canada, Australia, New Zealand and other Allied countries.
I was 21 years old and with 210 hours when I first strapped into a Mustang and flew it without a checklist. I am still alive to type this.
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Dudley,
Go back in history and you will find that thousands of military student pilots learned to fly their aeroplanes by simply remembering a few checks called Vital Actions. Mostly the before start and after start cockpit drills were done left to right until it became natural for any new type of aircraft they flew was also left to right. When the war started (Germany against the British in 1939) did their fighter pilots use checklists? I doubt it because every second counted. A bullet or more would be up your arse before you could say where's my checklist?
That is all in the past and there is no point in visiting that again. It has been my personal experience over the sixty years I have been flying that blind reliance on checklist use in ab-initio flying training has led to the same flawed thinking that results from blind reliance on automation. The result of the latter has seen crews fly into the ground upside down while still screaming for the autopilot to be engaged.
Well placed confidence in his own ability is one characteristic of a good pilot. To see, as I have, a student or private pilot quite unable to function without a written checklist to direct him what instrument to check next; what setting for the elevator trim; at what stage to put on the park brake; when to check his safety harness is locked; when to ask for ATC clearance - and without these reminders, to watch his eyes looking around and wondering what he should do next. I don't call that a safe and efficient way to fly an aeroplane.
One thing is for sure, however and this has nothing to do with airmanship. The total reliance on a checklist costs the student under instruction money out of his own pocket and money in his instructors pocket. And money into the flying school bank. Think about the time it takes to be reading long winded and often superfluous checklist items while the propeller is turning at dollars per minute. And all so unnecessary when with a modicum of commonsense, a left to right eye scan can cover all required cockpit drills.
Blind reliance on written checklists is a waste of time and money and erodes a student's self confidence. I am talking about those who are learning to fly for the first time. Can you just imagine how a first time student would feel if his instructor hopped in beside him in his Cessna 150 and said no flying today, Mr Bloggs - I have left my checklist at home. Imagine that happening 60 years ago when thousands of military students were learning to fly in Engand, Canada, Australia, New Zealand and other Allied countries.
I was 21 years old and with 210 hours when I first strapped into a Mustang and flew it without a checklist. I am still alive to type this.
Go back in history and you will find that thousands of military student pilots learned to fly their aeroplanes by simply remembering a few checks called Vital Actions. Mostly the before start and after start cockpit drills were done left to right until it became natural for any new type of aircraft they flew was also left to right. When the war started (Germany against the British in 1939) did their fighter pilots use checklists? I doubt it because every second counted. A bullet or more would be up your arse before you could say where's my checklist?
That is all in the past and there is no point in visiting that again. It has been my personal experience over the sixty years I have been flying that blind reliance on checklist use in ab-initio flying training has led to the same flawed thinking that results from blind reliance on automation. The result of the latter has seen crews fly into the ground upside down while still screaming for the autopilot to be engaged.
Well placed confidence in his own ability is one characteristic of a good pilot. To see, as I have, a student or private pilot quite unable to function without a written checklist to direct him what instrument to check next; what setting for the elevator trim; at what stage to put on the park brake; when to check his safety harness is locked; when to ask for ATC clearance - and without these reminders, to watch his eyes looking around and wondering what he should do next. I don't call that a safe and efficient way to fly an aeroplane.
One thing is for sure, however and this has nothing to do with airmanship. The total reliance on a checklist costs the student under instruction money out of his own pocket and money in his instructors pocket. And money into the flying school bank. Think about the time it takes to be reading long winded and often superfluous checklist items while the propeller is turning at dollars per minute. And all so unnecessary when with a modicum of commonsense, a left to right eye scan can cover all required cockpit drills.
Blind reliance on written checklists is a waste of time and money and erodes a student's self confidence. I am talking about those who are learning to fly for the first time. Can you just imagine how a first time student would feel if his instructor hopped in beside him in his Cessna 150 and said no flying today, Mr Bloggs - I have left my checklist at home. Imagine that happening 60 years ago when thousands of military students were learning to fly in Engand, Canada, Australia, New Zealand and other Allied countries.
I was 21 years old and with 210 hours when I first strapped into a Mustang and flew it without a checklist. I am still alive to type this.
All the best of luck to you, and I will disengage with you on the issue at this point.
Dudley Henriques
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A while ago i decided to take my fixed wing experience and have a dabble with helicopters. After a reasonably thorough ground brief about hair dryers etc, we went and strapped into a R22. No checklist, no real instruction, just a 'see if you can get it started'.
With a small amount of guidance it was a relatively easy task to get things going.
If we actually look at the checklists we provide to PPL students, in essence, we are telling them to check everything that moves or indicates something. Consequently, I am warming to the scan/flow technique for basic aircraft as long as the student understands what he is doing.
With a small amount of guidance it was a relatively easy task to get things going.
If we actually look at the checklists we provide to PPL students, in essence, we are telling them to check everything that moves or indicates something. Consequently, I am warming to the scan/flow technique for basic aircraft as long as the student understands what he is doing.
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A while ago i decided to take my fixed wing experience and have a dabble with helicopters. After a reasonably thorough ground brief about hair dryers etc, we went and strapped into a R22. No checklist, no real instruction, just a 'see if you can get it started'.
This is fine really. The objective in using these highly detailed checklists with new students isn't to have them using them constantly all through their flying careers.
It's to impress them with the items on the list and their locations and use as much as the actual check. These two aspects of instruction simply go together.
Checklists form the very basis for good flow pattern checks and pilots flying the same aircraft constantly will naturally eventually use a flow check coupled with any written checks required as normal procedure. Well trained pilots using the same aircraft constantly can tend to flow checks and backup mnemonic checks for critical items at prearranged times. These methods serve the single engine community quite well.
Large multi-engined crewed aircraft naturally trend toward the more formal written checks with verbal confirmation.
But the MAIN reason checklists are used is to create habit pattern in a new student.
Sending an applicant up to any examiner to take a flight test WITHOUT a checklist for the airplane being used for the test will usually result in an instant failure. There is good and well proven reason for this.
Dudley Henriques
With a small amount of guidance it was a relatively easy task to get things going.
If we actually look at the checklists we provide to PPL students, in essence, we are telling them to check everything that moves or indicates something. Consequently, I am warming to the scan/flow technique for basic aircraft as long as the student understands what he is doing.
If we actually look at the checklists we provide to PPL students, in essence, we are telling them to check everything that moves or indicates something. Consequently, I am warming to the scan/flow technique for basic aircraft as long as the student understands what he is doing.
It's to impress them with the items on the list and their locations and use as much as the actual check. These two aspects of instruction simply go together.
Checklists form the very basis for good flow pattern checks and pilots flying the same aircraft constantly will naturally eventually use a flow check coupled with any written checks required as normal procedure. Well trained pilots using the same aircraft constantly can tend to flow checks and backup mnemonic checks for critical items at prearranged times. These methods serve the single engine community quite well.
Large multi-engined crewed aircraft naturally trend toward the more formal written checks with verbal confirmation.
But the MAIN reason checklists are used is to create habit pattern in a new student.
Sending an applicant up to any examiner to take a flight test WITHOUT a checklist for the airplane being used for the test will usually result in an instant failure. There is good and well proven reason for this.
Dudley Henriques
Sending an applicant up to any examiner to take a flight test WITHOUT a checklist for the airplane being used for the test will usually result in an instant failure.
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Certainly not under Australian regulations and you can rest assured that any flight operations inspector in Australia who failed a candidate purely for not using a written checklist for a flight test, would find himself quickly removed from testing duties by the regulator and retrained. I guess it all depends on the regulatory authority of the country concerned. Some inspectors are quite anal - depending on personality and own pet hates.
It would appear that we are just chock full of "hateful" examiners up here. :-))
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Big Pistons Forever has covered it perfectly.
The average PPL could be expected to do everything from memory if we only permitted the best to progress through training and washed out every student who could not perform to the high required standard. We would also ensure that unless they flew reguluarly they would be trained and tested again. Practical - no.
There are 3 levels to the information we deal with;
1. Technical Information and procedures
Explanations of what does what and how they are used on the aircraft. Especially important on more complex aircraft since it is a very good idea to know what series of actions (complications) arrise when one moves a particular switch / lever in various situations.
2. Standard Operating Procedures
Operator specific in conjunction with the manufacturer. How things are to be done safely.
3. Expanded Checklists
The checklists with an explanation of each item / action. This is where the mag check drop / difference figures are listed.
4. Cockpit Checklists
The same items as the expanded version but no explanation
Unfortunately, schools try to get away with simply passing out (selling) a generic checklist written by some aviation supermarket and expecting to cover 1 to 4 above in a single action.
I am in favour of flows (fully described in SOP) backed up by checklists which cover the essential items. These items may not be necessarly killer items but may cause a problem with a later flow if not completed.
Memory Items are Emergency Actions which are time critical but are not flying technique.
i.e. Under Engine Failure - Establish a Glide should never be a checklist item for an SEP. It is basic flying technique and having it in the checklist simply wastes ink because there is not time to refer to the checklist at that stage and if you have not done it by the time you drag out the checklist, you are in such a problem that the checklist is not going to solve.
The memory items should be repeated when the checklist is actioned.
Every single pilot (those that claim to use checklists and those that don't) uses an established flow pattern often without realising it.
Example - taxi checks - Brakes, rudder, instruments. Everyone does that simple flow without a checklist while the aircraft is moving.
However, how many reach the run-up point / hold point and then take out the checklist and read
"taxi checks - Brakes, checked - Rudder, full & free - Instruments, checked and set."
I feel that those calling for not using a checklist are doing so because they have seen pre-takeoff checkists with 20+ items simply because for run-up the checklist lists the run-up (power check) procedure rather than the simple single line - Run-up, complete.
Go look at your checklist;
Under run-up / power checks, remove all the basic technique items which should be learned and automatic;
example - Aircraft into wind, clear all round, RPM 2000, Carbheat check, Mags check, Suction, check propeller................
If a student is not performing the run-up correctly it is not because they are failing to use the checkist or they have not memorised the checklist or they don't have a checklist. It is because they have not learned how to do the run-up.
Same goes for starting the engine, taxying, departure. flight, arrival, taxi back in and shoutdown. There are various procedures involved and these procedures have to be learned. Everything from speeds to RPMs etc etc
The checklist is there to ensure that certain items have been actioned / checked prior to the next phase of flight.
People generally become frustrated by the time it takes to action these so-called checklists because they are using the checklist to prompt them as to what to do. That lack of knowledge is what takes the time.
People who are not current / students should have one document that tells them how to do things and another separate document that is the checklist. The first should be memorised but if not flying reguluarly can be used as a prompt. The second is always used as a checklist - a check that actions have been completed.
Mnemonics should not replace checklists they should compliment them or assist pilots in doing every day basic tasks (airmanship). Example HASELL - a simple reminder of the airmanship actions before aeros / stall / spin.
The average PPL could be expected to do everything from memory if we only permitted the best to progress through training and washed out every student who could not perform to the high required standard. We would also ensure that unless they flew reguluarly they would be trained and tested again. Practical - no.
There are 3 levels to the information we deal with;
1. Technical Information and procedures
Explanations of what does what and how they are used on the aircraft. Especially important on more complex aircraft since it is a very good idea to know what series of actions (complications) arrise when one moves a particular switch / lever in various situations.
2. Standard Operating Procedures
Operator specific in conjunction with the manufacturer. How things are to be done safely.
3. Expanded Checklists
The checklists with an explanation of each item / action. This is where the mag check drop / difference figures are listed.
4. Cockpit Checklists
The same items as the expanded version but no explanation
Unfortunately, schools try to get away with simply passing out (selling) a generic checklist written by some aviation supermarket and expecting to cover 1 to 4 above in a single action.
I am in favour of flows (fully described in SOP) backed up by checklists which cover the essential items. These items may not be necessarly killer items but may cause a problem with a later flow if not completed.
Memory Items are Emergency Actions which are time critical but are not flying technique.
i.e. Under Engine Failure - Establish a Glide should never be a checklist item for an SEP. It is basic flying technique and having it in the checklist simply wastes ink because there is not time to refer to the checklist at that stage and if you have not done it by the time you drag out the checklist, you are in such a problem that the checklist is not going to solve.
The memory items should be repeated when the checklist is actioned.
Every single pilot (those that claim to use checklists and those that don't) uses an established flow pattern often without realising it.
Example - taxi checks - Brakes, rudder, instruments. Everyone does that simple flow without a checklist while the aircraft is moving.
However, how many reach the run-up point / hold point and then take out the checklist and read
"taxi checks - Brakes, checked - Rudder, full & free - Instruments, checked and set."
I feel that those calling for not using a checklist are doing so because they have seen pre-takeoff checkists with 20+ items simply because for run-up the checklist lists the run-up (power check) procedure rather than the simple single line - Run-up, complete.
Go look at your checklist;
Under run-up / power checks, remove all the basic technique items which should be learned and automatic;
example - Aircraft into wind, clear all round, RPM 2000, Carbheat check, Mags check, Suction, check propeller................
If a student is not performing the run-up correctly it is not because they are failing to use the checkist or they have not memorised the checklist or they don't have a checklist. It is because they have not learned how to do the run-up.
Same goes for starting the engine, taxying, departure. flight, arrival, taxi back in and shoutdown. There are various procedures involved and these procedures have to be learned. Everything from speeds to RPMs etc etc
The checklist is there to ensure that certain items have been actioned / checked prior to the next phase of flight.
People generally become frustrated by the time it takes to action these so-called checklists because they are using the checklist to prompt them as to what to do. That lack of knowledge is what takes the time.
People who are not current / students should have one document that tells them how to do things and another separate document that is the checklist. The first should be memorised but if not flying reguluarly can be used as a prompt. The second is always used as a checklist - a check that actions have been completed.
Mnemonics should not replace checklists they should compliment them or assist pilots in doing every day basic tasks (airmanship). Example HASELL - a simple reminder of the airmanship actions before aeros / stall / spin.
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How much heads down reading of check lists is safe if the airplane has no brakes and is not only moving forward when the engine/s are running but is also moving sideways?
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How much heads down reading of check lists is safe if the airplane has no brakes and is not only moving forward when the engine/s are running but is also moving sideways?
Every aircraft I have flown has included a paper checklist that I can hold up at a suitable position so that I can look out the window without having to raise of lower my head.
Hold the checklist at top of panel / head height when using it. Same for the map - don't sit it on your knee and look down at it.
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There are written check lists and memory check lists and there are vastly different circumstances and different types of flying machines that can make it quite difficult to read a written check list before take off for instance.
I will exempt helicopters that are being operated on say a river with a strong current and use a Grumman Goose single pilot as our example.
You are maneuvering on a river with a strong current and a x/wind of say ten knots and are performing a take off check, how do you hold the list up where you can look out the window and still control the airplane?
This can be a very common situation in when flying that type of airplane.
I will exempt helicopters that are being operated on say a river with a strong current and use a Grumman Goose single pilot as our example.
You are maneuvering on a river with a strong current and a x/wind of say ten knots and are performing a take off check, how do you hold the list up where you can look out the window and still control the airplane?
This can be a very common situation in when flying that type of airplane.
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how do you hold the list up where you can look out the window and still control the airplane?
Perhaps a pilot who can't counteract the combination of wind and current should not be out on such a day. i.e. such an example says nothing about the checklist and more about pilot technique.
I am surprised you didn't ask how the run-up could be performed without the Goose moving forward so that a checklist could be used!!
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Perhaps when flying an airplane such as a Goose in those conditions not only are we competent to handle the airplane in those conditions we can also do the checks from memory?
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WHAT ICAO SAYS...SEEMS TO WORK....
CHECKLISTS
2.1 GENERAL
Operators shall establish checklists as an integral part of standard operating procedures (SOPs). Checklists should
describe the actions relevant to specific phases of operations (engine start, taxi, take-off, etc.) that flight crews must
perform or verify and which relate to flight safety. Checklists should also provide a framework for verifying aircraft
and systems configuration that guards against vulnerabilities in human performance.
2.2 CHECKLIST OBJECTIVES
2.2.1 Normal checklists should aid flight crews in the process of configuring the aircraft and its systems by:
a) providing logical sequences of coverage of the flight deck panels;
b) providing logical sequences of actions to meet both internal and external flight deck operational requirements;
c) allowing mutual monitoring among flight crew members to keep all flight crew members in the information
loop; and
d) facilitating crew coordination to assure a logical distribution of flight deck tasks.
2.2.2 Checklists for use in abnormal situations and those for emergency situations should aid flight crews in
coping with malfunctions of aircraft systems and/or emergency situations. They should also guard against
vulnerabilities in human performance during high workload situations by fulfilling the objectives in 2.2.1 and, in
addition, by:
a) ensuring a clear allocation of duties to be performed by each flight crew member;
b) acting as a guide to flight crews for diagnosis, decision making and problem solving, (prescribing sequences of
steps and/or actions); and
c) ensuring that critical actions are taken in a timely and sequential manner.
2.3 CHECKLIST DESIGN
2.3.1 Order of checklist items
2.3.1.1 The following factors should be considered when deciding the order of the items in checklists:
III-5-2-2 Procedures — Aircraft Operations — Volume I
23/11/06
a) the operational sequence of aircraft systems so that items are sequenced in the order of the steps for activation
and operation of these systems;
b) the physical flight deck location of items so that they are sequenced following a flow pattern;
c) the operational environment so that the sequence of checklists considers the duties of other operational
personnel such as cabin crew and flight operations officers;
d) operator policies (for example, resource conservation policies such as single-engine taxi) that may impinge on
the operational logic of checklists;
e) verification and duplication of critical configuration-related items so that they are checked in the normal
sequence and again immediately before the phase of flight for which they are critical; and
f) sequencing of critical items in abnormal and emergency checklists so that items most critical are completed
first.
2.3.1.2 Critical items should appear no more than twice on a given checklist (see 2.3.1.1 e)). Critical items should
be verified by more than one flight crew member.
2.3.2 Number of checklist items
The number of items in checklists should be restricted to those critical to flight safety.
Note.— The introduction of advanced technology in the flight deck, allowing for automated monitoring of flight
status, may justify a reduction in the number of items required in checklists.
2.3.3 Checklist interruptions
SOPs should include techniques to ensure a step-by-step, uninterrupted sequence of completing checklists. SOPs
should unambiguously indicate the actions by flight crews in case of checklist interruptions.
2.3.4 Checklist ambiguity
Checklist responses should portray the actual status or the value of the item (switches, levers, lights, quantities, etc.).
Checklists should avoid non-specific responses such as “set”, “checked” or “completed”.
2.3.5 Checklist coupling
Checklists should be coupled to specific phases of flight (engine start, taxi, take-off, etc.). SOPs should avoid tight
coupling of checklists with the critical part of a phase of flight (for example, completing the take-off checklist on the
active runway). SOPs should dictate a use of checklists that allows buffers for detection and recovery from incorrect
configurations.
2.3.6 Typography
2.3.6.1 Checklist layout and graphical design should observe basic principles of typography, including at least
legibility of print (discriminability) and readability under all flight deck lighting conditions.
Part III — Section 5, Chapter 2 III-5-2-3
23/11/06
2.3.6.2 If colour coding is used, standard industry colour coding should be observed in checklist graphical design.
Normal checklists should be identified by green headings, system malfunctions by yellow headings, and emergency
checklists by red headings.
2.3.6.3 Colour coding should not be the only means of identifying normal, abnormal and emergency checklists.
CHECKLISTS
2.1 GENERAL
Operators shall establish checklists as an integral part of standard operating procedures (SOPs). Checklists should
describe the actions relevant to specific phases of operations (engine start, taxi, take-off, etc.) that flight crews must
perform or verify and which relate to flight safety. Checklists should also provide a framework for verifying aircraft
and systems configuration that guards against vulnerabilities in human performance.
2.2 CHECKLIST OBJECTIVES
2.2.1 Normal checklists should aid flight crews in the process of configuring the aircraft and its systems by:
a) providing logical sequences of coverage of the flight deck panels;
b) providing logical sequences of actions to meet both internal and external flight deck operational requirements;
c) allowing mutual monitoring among flight crew members to keep all flight crew members in the information
loop; and
d) facilitating crew coordination to assure a logical distribution of flight deck tasks.
2.2.2 Checklists for use in abnormal situations and those for emergency situations should aid flight crews in
coping with malfunctions of aircraft systems and/or emergency situations. They should also guard against
vulnerabilities in human performance during high workload situations by fulfilling the objectives in 2.2.1 and, in
addition, by:
a) ensuring a clear allocation of duties to be performed by each flight crew member;
b) acting as a guide to flight crews for diagnosis, decision making and problem solving, (prescribing sequences of
steps and/or actions); and
c) ensuring that critical actions are taken in a timely and sequential manner.
2.3 CHECKLIST DESIGN
2.3.1 Order of checklist items
2.3.1.1 The following factors should be considered when deciding the order of the items in checklists:
III-5-2-2 Procedures — Aircraft Operations — Volume I
23/11/06
a) the operational sequence of aircraft systems so that items are sequenced in the order of the steps for activation
and operation of these systems;
b) the physical flight deck location of items so that they are sequenced following a flow pattern;
c) the operational environment so that the sequence of checklists considers the duties of other operational
personnel such as cabin crew and flight operations officers;
d) operator policies (for example, resource conservation policies such as single-engine taxi) that may impinge on
the operational logic of checklists;
e) verification and duplication of critical configuration-related items so that they are checked in the normal
sequence and again immediately before the phase of flight for which they are critical; and
f) sequencing of critical items in abnormal and emergency checklists so that items most critical are completed
first.
2.3.1.2 Critical items should appear no more than twice on a given checklist (see 2.3.1.1 e)). Critical items should
be verified by more than one flight crew member.
2.3.2 Number of checklist items
The number of items in checklists should be restricted to those critical to flight safety.
Note.— The introduction of advanced technology in the flight deck, allowing for automated monitoring of flight
status, may justify a reduction in the number of items required in checklists.
2.3.3 Checklist interruptions
SOPs should include techniques to ensure a step-by-step, uninterrupted sequence of completing checklists. SOPs
should unambiguously indicate the actions by flight crews in case of checklist interruptions.
2.3.4 Checklist ambiguity
Checklist responses should portray the actual status or the value of the item (switches, levers, lights, quantities, etc.).
Checklists should avoid non-specific responses such as “set”, “checked” or “completed”.
2.3.5 Checklist coupling
Checklists should be coupled to specific phases of flight (engine start, taxi, take-off, etc.). SOPs should avoid tight
coupling of checklists with the critical part of a phase of flight (for example, completing the take-off checklist on the
active runway). SOPs should dictate a use of checklists that allows buffers for detection and recovery from incorrect
configurations.
2.3.6 Typography
2.3.6.1 Checklist layout and graphical design should observe basic principles of typography, including at least
legibility of print (discriminability) and readability under all flight deck lighting conditions.
Part III — Section 5, Chapter 2 III-5-2-3
23/11/06
2.3.6.2 If colour coding is used, standard industry colour coding should be observed in checklist graphical design.
Normal checklists should be identified by green headings, system malfunctions by yellow headings, and emergency
checklists by red headings.
2.3.6.3 Colour coding should not be the only means of identifying normal, abnormal and emergency checklists.
Excellent post groundfloor
My only comment is the principals you lis are specifically for multi crew operations. They must be modified for single pilot ops. Specifically:
1) The challenge and response methodology obviously does not literally apply with only one pilot so alternative approaches are necessary. These should IMO include carefully thought out flows so that the flow backs up the checks, and
2) I also believe that except for certain special circumstances the aircraft, should not be moving when carrying out any checks including flows, especially for ab intio training.
I think the example of a float plane in a fast moving current and an x wind is a pretty good example of picking fly s**t out of the pepper grains
There will never be a one size fits all for every aviation procedure. Use of checklist has to fit the operation not the other way around. Personally, for floatplanes, I always try to do as much of the pre takeoff check as possible while the airplane is still tied to the dock. But in my experience most of the time life is pretty easy for a float plane pilot. The "taxi way" width can often be measured in hundreds of yards or even miles and you are never 5 th in line for the active
My only comment is the principals you lis are specifically for multi crew operations. They must be modified for single pilot ops. Specifically:
1) The challenge and response methodology obviously does not literally apply with only one pilot so alternative approaches are necessary. These should IMO include carefully thought out flows so that the flow backs up the checks, and
2) I also believe that except for certain special circumstances the aircraft, should not be moving when carrying out any checks including flows, especially for ab intio training.
I think the example of a float plane in a fast moving current and an x wind is a pretty good example of picking fly s**t out of the pepper grains
There will never be a one size fits all for every aviation procedure. Use of checklist has to fit the operation not the other way around. Personally, for floatplanes, I always try to do as much of the pre takeoff check as possible while the airplane is still tied to the dock. But in my experience most of the time life is pretty easy for a float plane pilot. The "taxi way" width can often be measured in hundreds of yards or even miles and you are never 5 th in line for the active
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We all look at these issues through a different prism and form our ideas, opinions and methods of performing checks, especially the vital checks when flying a given type of airplane in a given environment.
I was not picking fly sh.t out of pepper with my scenario of a twin engine flying boat departing on a river with a X/wind. I only wish I had a dollar for every time I was in that situation during the thousands of hours I flew twin engine flying boats.
For sure most flying on sea planes is routine and fairly easy, however that is not the yardstick by which we should measure how we perform and operate an airplane.
There is a vast difference between flying an airliner in the multi crew concept and flying a sea plane single pilot...especially a twin engine one.
There is a poll on Avcanada asking how sea plane pilots conduct check lists.
89% said they use the flow method.
11% said they used written check lists.
I was not picking fly sh.t out of pepper with my scenario of a twin engine flying boat departing on a river with a X/wind. I only wish I had a dollar for every time I was in that situation during the thousands of hours I flew twin engine flying boats.
For sure most flying on sea planes is routine and fairly easy, however that is not the yardstick by which we should measure how we perform and operate an airplane.
There is a vast difference between flying an airliner in the multi crew concept and flying a sea plane single pilot...especially a twin engine one.
There is a poll on Avcanada asking how sea plane pilots conduct check lists.
89% said they use the flow method.
11% said they used written check lists.
I should have been clearer on point 2 of my post above. I was discussing the use of checklists for land planes which obviously, unlike float planes, have the option of stopping.
Since I also said the checklists has to fit the operation , not the other way around.... I think we are in violent agreement on this issue
Since I also said the checklists has to fit the operation , not the other way around.... I think we are in violent agreement on this issue
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I think some of us in this thread might actually be on the same page but not communicating with each other for some reason.
In the US anyway, when we start new students, we stress the use of written checklists for very sound reasons that have been proven by us anyway over time to be an effective way to acclimate them to a new world that dictates a simple premise. Airplanes have critical items that if not selected or checked in a specific manner before or during flight, the result might very well NOT be the same result that the student might expect to experience in a car if they forgot something or didn't select it properly.
Basically, it's for this reason, and to engender in a new student good solid habit patterns that we introduce them to the written checklist.
There is a natural process that in reality dictates when and where a pilot having moved on up from the student stage will be using a written checklist and where a flow pattern is indicated.
There is a big difference between single pilot and and crew operation when it comes to checklists and how they should be handled. There actually is no one single answer that fits all scenarios.
For a pilot flying the same aircraft day in and day out, a natural flow pattern is indicated. Hell, I flew the same P51D all the time for several years. We had a written checklist for the airplane but knowing it like I did, I developed a flow pattern that went through both the exterior and interior checks and did them each time, every time, exactly the same way without the written checklist.
Conversely, when I moved over to the F8F-2 for a few flights, I used the written checklist each time I flew this airplane.
So it's not a 'written in stone' thing with checklists.
I've never been a member of a crew in a 121 or 135 operation so I won't even comment in that area, but if asked, I would say that when it comes to flight safety, as PIC you do whatever it takes to operate the aircraft in a safe manner.
Dudley Henriques
In the US anyway, when we start new students, we stress the use of written checklists for very sound reasons that have been proven by us anyway over time to be an effective way to acclimate them to a new world that dictates a simple premise. Airplanes have critical items that if not selected or checked in a specific manner before or during flight, the result might very well NOT be the same result that the student might expect to experience in a car if they forgot something or didn't select it properly.
Basically, it's for this reason, and to engender in a new student good solid habit patterns that we introduce them to the written checklist.
There is a natural process that in reality dictates when and where a pilot having moved on up from the student stage will be using a written checklist and where a flow pattern is indicated.
There is a big difference between single pilot and and crew operation when it comes to checklists and how they should be handled. There actually is no one single answer that fits all scenarios.
For a pilot flying the same aircraft day in and day out, a natural flow pattern is indicated. Hell, I flew the same P51D all the time for several years. We had a written checklist for the airplane but knowing it like I did, I developed a flow pattern that went through both the exterior and interior checks and did them each time, every time, exactly the same way without the written checklist.
Conversely, when I moved over to the F8F-2 for a few flights, I used the written checklist each time I flew this airplane.
So it's not a 'written in stone' thing with checklists.
I've never been a member of a crew in a 121 or 135 operation so I won't even comment in that area, but if asked, I would say that when it comes to flight safety, as PIC you do whatever it takes to operate the aircraft in a safe manner.
Dudley Henriques
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Hoo Boy... A Check list is just what it says it is ie: a list of things you check to have been: completed, done, carried out, briefed.
For Normal Checklists whether you are by yourself in a single or 2 up in an airliner you do your "vital actions" when commanded or started off by a "trigger" which can be: a verbal command from the flying pilot, an a/c mode change or if by yourself when a set of conditions has been achieved. The actions should form a "block" of actions that follow a logical ergonomic cockpit "flow". Once you have completed the actions as a crew or by yourself and it is safe to do so you call for the checklist or run it yourself. These "normal" checklists must be run at the end of every phase of flight to CHECK that you have done all the actions required.. So before landing prepare the a/c and then run the approach checklist especially after sorting out an emergency to make sure you have done it all.
Check out the Airbus website for their FOBN`s (Flight Operations Briefing Notices) Safety Library specifically those relating to checklists and SOP`s...
For Normal Checklists whether you are by yourself in a single or 2 up in an airliner you do your "vital actions" when commanded or started off by a "trigger" which can be: a verbal command from the flying pilot, an a/c mode change or if by yourself when a set of conditions has been achieved. The actions should form a "block" of actions that follow a logical ergonomic cockpit "flow". Once you have completed the actions as a crew or by yourself and it is safe to do so you call for the checklist or run it yourself. These "normal" checklists must be run at the end of every phase of flight to CHECK that you have done all the actions required.. So before landing prepare the a/c and then run the approach checklist especially after sorting out an emergency to make sure you have done it all.
Check out the Airbus website for their FOBN`s (Flight Operations Briefing Notices) Safety Library specifically those relating to checklists and SOP`s...