How do I use a Checklist: Thread# 3,254,682
That is an excellent idea, and its exactly why, when on short finals in my jet, I have the following check; prop - checked, not fitted. 
How about we use checks that suit the aeroplane we are actually flying? Or is that too much strain on the brain?
How about we use checks that suit the aeroplane we are actually flying? Or is that too much strain on the brain?
Sprucegoose
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Gotta love taxing and turning with one engine engaged in beta and the other not in beta!
That is an excellent idea, and its exactly why, when on short finals in my jet, I have the following check; prop - checked, not fitted.
How about we use checks that suit the aeroplane we are actually flying? Or is that too much strain on the brain?
How about we use checks that suit the aeroplane we are actually flying? Or is that too much strain on the brain?
Word for the day....context.
We should learn to fly using checks appropriate for the aircraft we are flying because we will ultimately be using that system assuming we go on to be commercial pilots. That's the context I'm seeing.
Look I recognise that having a basic set of checks that covers all light aircraft is not a bad idea but it got a bit ridiculous for me when I was doing a check in a Tiger Moth and the checker, who I respect greatly, insisted he wanted to hear me run through the whole thing, gear - fixed, mixture - not fitted, pitch - fixed, carb heat - not fitted etc. Of course the irony is that the catch-all check list doesn't include leading edge slats which is something that a number of Tiger Moths DO have.
Look I recognise that having a basic set of checks that covers all light aircraft is not a bad idea but it got a bit ridiculous for me when I was doing a check in a Tiger Moth and the checker, who I respect greatly, insisted he wanted to hear me run through the whole thing, gear - fixed, mixture - not fitted, pitch - fixed, carb heat - not fitted etc. Of course the irony is that the catch-all check list doesn't include leading edge slats which is something that a number of Tiger Moths DO have.
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You still use beta, you just don't need it to turn! 
You can easily taxi around without even using the brakes, but then you would need to use beta (with differential)!
I guess every owner/operator is different.
Last edited by dreamjob; 20th Dec 2012 at 15:19.
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So if the engines are already in beta, why not have one lever further back in beta to assist the turn? 
What's the alternative, differential brake to assist a turn if it needs tightening?
Surely the change in beta on one prop is not as noticable than someone stabbing at a brake pedal (it is surprising how many people don't know how to brake smoothly!)
HH, how do you turn your Kingair tightly after taxying with some beta- click them out and use differrential brake and apply differential power (spool one up)?
Or are you just talking about not using differential beta in a normal, non-tighter-than-the-pedal-steering turn?
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You can easily taxi around without even using the brakes, but then you would need to use beta (with differential)!
What would you do in a PC-12?
For those of you curious I'm currently putting together QRH's for my current job and having never really written a proper checklist before I did some research and found a great article on Checklist Design and Use as applied directly to Aviation.
http://ti.arc.nasa.gov/m/profile/ade...Checklists.pdf
Its a bit of a long read but quite interesting and really delves into the Human Factors that relate to what makes good and bad checklists.
http://ti.arc.nasa.gov/m/profile/ade...Checklists.pdf
Its a bit of a long read but quite interesting and really delves into the Human Factors that relate to what makes good and bad checklists.
We should learn to fly using checks appropriate for the aircraft we are flying because we will ultimately be using that system assuming we go on to be commercial pilots. That's the context I'm seeing.
And that would be why I said first GA commercial job. I wouldn't exactly include the regional airlines in this category. 
Doesn't matter if they're Rex, Deathstar, or ADF, they all start on prop anyhoo.
Doesn't matter if they're Rex, Deathstar, or ADF, they all start on prop anyhoo.
My apologies, what I meant is GA is no longer a part of the process for a lot. Emirates, Cathay, Jetstar, China airlines, numerous European and Asian airlines (incl eagle jet), have their students come out of training and into the sim/jet. Airmanship is no longer taught, ass covering has taken its place.
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You can easily taxi around without using the brakes and no need for any sort of differential power/beta.
Where are you going that you need to turn that tightly? Just manage the momentum and the turns take care of themselves, or am I doing it wrong?
Yep, Its easy taxying around places that take 737s+, but some back blocks country strips, 180s on the min width runways the B200 just wont turn without some added extra.
Not saying your doing it wrong, but to have using differential beta in turns as a pet hate I think is probably a bit much.
I'd say people riding brakes and NOT using beta would be a bigger pet hate to concern ourselves with. I've seen people destroy brake units doing this, despite however many times ive informed them (and these are supposedly experienced turboprop pilots).
Having said that though, my pet hate is people spooling up turbines and shoving in fistfulls of fuel when not required (lots will just roll from idle). Somebody might think that a bit much too; but your burner can and turbine blades will thank you for considering their temps later at the next HSI, especially as the engine ages.
Many ways to skin a cat.
What would you do in a PC-12?