How do I use a Checklist: Thread# 3,254,682
Thread Starter
How do I use a Checklist: Thread# 3,254,682
Happened to stumble across this the other day while I was looking for something else and I remembered that this subject comes up about once every 3 weeks here.
THIS is how a checklist should be used!
THIS is how a checklist should be used!
Last edited by Atlas Shrugged; 15th Dec 2012 at 21:55.
A-freaking-men!
As opposed to the aircraft owner, who after witnessing them trying to extend flaps and gear almost 20Kts overspeed, I told to "make sure you use your checklist" immediately before they moved their a/c to my location. As they shut down, I opened the baggage door & to quote Gomer Pyle, "Surprise, surrprise, surrrprise!", there's the checklist. FFS.
As opposed to the aircraft owner, who after witnessing them trying to extend flaps and gear almost 20Kts overspeed, I told to "make sure you use your checklist" immediately before they moved their a/c to my location. As they shut down, I opened the baggage door & to quote Gomer Pyle, "Surprise, surrprise, surrrprise!", there's the checklist. FFS.
Don't they use a shoulder harness
Sprucegoose
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King air drivers, did he miss anything??
In his defence the video did seem to finish prematurely!
Don't they use a shoulder harness?
From the video poster's comments on youtube;
FOR THOSE WHO DO NOT FLY THE KING AIR OR OTHER TURBOPROP, SINGLE PILOT PROCEDURES REQUIRED A FLOW AND THEN THE CHECKLIST. HERE SOME CHECKLIST ARE NOT READ AND DO.
THE ENGINE START PROCEDURE HAS TO BE MADE BY SOME MEMORY ITEMS THIS IS BECAUSE IT IS NOT POSSIBLE TO ACT THE STARTER, FUEL, PUMPS, ECS, ETC, WHILE READING THE CKECKLIST. (IF SOME DOUBTS ABOUT THIS, PLEASE READ THE KING AIR 90 CHECKLIST ENGINE START PROCEDURE).
YOU CAN SEE THAT AFTER THE ENGINE HAS STARTED AND EVERYTHING LOOKS OK, I READ THE CHECKLIST TO VERIFY THE FEW STEPS I MADE BEFORE.
THEN THE WHITE BOOK I READ ARE SOME NOTES THAT I HAVE FOR MY GPS DATA, AND I KNOW A LOT OF PILOTS HAVE SOME.
THE NEWSPAPER YOU CAN SEE, IS NOT FOR ME, I BOUGHT IT FOR MY BOSS THAT I WAS PREPARING TO BRING IT HOME!
THE ENGINE START PROCEDURE HAS TO BE MADE BY SOME MEMORY ITEMS THIS IS BECAUSE IT IS NOT POSSIBLE TO ACT THE STARTER, FUEL, PUMPS, ECS, ETC, WHILE READING THE CKECKLIST. (IF SOME DOUBTS ABOUT THIS, PLEASE READ THE KING AIR 90 CHECKLIST ENGINE START PROCEDURE).
YOU CAN SEE THAT AFTER THE ENGINE HAS STARTED AND EVERYTHING LOOKS OK, I READ THE CHECKLIST TO VERIFY THE FEW STEPS I MADE BEFORE.
THEN THE WHITE BOOK I READ ARE SOME NOTES THAT I HAVE FOR MY GPS DATA, AND I KNOW A LOT OF PILOTS HAVE SOME.
THE NEWSPAPER YOU CAN SEE, IS NOT FOR ME, I BOUGHT IT FOR MY BOSS THAT I WAS PREPARING TO BRING IT HOME!
Last edited by MakeItHappenCaptain; 15th Dec 2012 at 19:01.
Thread Starter
Not in the flows, but missed 2, if not 3 CHECKLISTS! (which I thought was the point of the thread)
I'm with Howard, the dude only pulled out the checklist once. What happened to pulling it out after he'd completed his pre-start flow?
That, ladies and gentlemen, is not how to use a checklist,.
And I say that with about 2,000hrs on King Air's.
morno
That, ladies and gentlemen, is not how to use a checklist,
.And I say that with about 2,000hrs on King Air's.
morno
No use saying he missed things if you don't list the checklist and items missed Maybe he has one continuous checklist without subsections
I'm pretty sure he checked the "urn" was on, that's pretty important
I'm pretty sure he checked the "urn" was on, that's pretty important
Last edited by megle2; 16th Dec 2012 at 02:18.
Sprucegoose
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The point of the thread is that a checklist is just that - a CHECK list, not a "to-do" list.
Any checklist that requires a pilot, particularly single pilot, to go "heads down" checking items on the pedestal like pressurization and TCAS while taxying is a deficient checklist. In the video, this guy was fiddling around with his head down quite a bit. I was waiting for him to run off the taxiway.
It is easy enough to redesign the King Air checklist (any checklist for that matter)to incorporate all the essential stuff into before start and after start phases, i.e. before taxying, leaving only a couple of items to be done after run up or approaching the active runway.
Also, non killer items like lights and transponders etc can be safely omitted from the checklist and simply memorised as a scan, so maybe that's what this guy was doing. If you forget to select the transponder you get a 'please explain' from ATC these days, so by the time you have filed all the grovelling paperwork it is fairly certain that you will never forget it again. Ditto for cancelling SARwatch, though this appears on many checklists . For the memory-impaired, I suppose.
Light aircraft 'factory' checklists are sometimes written in a 'how to' format e.g. the details to start engines are there just to cover the manufacturer's arse if some owner pilot who flies 50 hours a year screws it up.
It is easy enough to redesign the King Air checklist (any checklist for that matter)to incorporate all the essential stuff into before start and after start phases, i.e. before taxying, leaving only a couple of items to be done after run up or approaching the active runway.
Also, non killer items like lights and transponders etc can be safely omitted from the checklist and simply memorised as a scan, so maybe that's what this guy was doing. If you forget to select the transponder you get a 'please explain' from ATC these days, so by the time you have filed all the grovelling paperwork it is fairly certain that you will never forget it again. Ditto for cancelling SARwatch, though this appears on many checklists . For the memory-impaired, I suppose.
Light aircraft 'factory' checklists are sometimes written in a 'how to' format e.g. the details to start engines are there just to cover the manufacturer's arse if some owner pilot who flies 50 hours a year screws it up.
Last edited by Mach E Avelli; 16th Dec 2012 at 03:37.
If you forget to select the transponder you get a 'please explain' from ATC these days,
Fair enough, but assuming that our hero has got on the radio before departure, everyone should know roughly where he is. Relying on the other guy's TCAS is frought. My bugsmasher is not required to have a transponder, but I do make the usual taxi call and old farmer Joe in his 172 will usually say something, even if not the perfect phraseology.
Non selection of transponder and lights is slack, even poor airmanship. But these days the thinking is to reduce checklist content - maybe not to killer only but certainly to essential only.
Non selection of transponder and lights is slack, even poor airmanship. But these days the thinking is to reduce checklist content - maybe not to killer only but certainly to essential only.
New Checklist Invention Could Take The Paperwork Out Of Pre-Flight | Aero-News Network
These are perfect for single pilot ops. I just can't find the website for more info.
Single pilot, you shouldn't be doing heads down checks during a taxi. That's what the park brake is for!
There's no excuse for not using a checklist. But doing the checks in a flow pattern, then confirming you've done each item by reading the checklist afterwards, is the best way of doing it.
morno
These are perfect for single pilot ops. I just can't find the website for more info.
Single pilot, you shouldn't be doing heads down checks during a taxi. That's what the park brake is for!
There's no excuse for not using a checklist. But doing the checks in a flow pattern, then confirming you've done each item by reading the checklist afterwards, is the best way of doing it.
morno
Electronic checklists have been around a long time in various forms. The upside is the amount of stuff that can go on them for emergency procedures. The downside is that none of it works if the electrics fail, but I guess we will always have a paper back up for that situation. Also it is too easy to fall into the trap of loading too much non essential stuff on to them.
For day to day checks, the old flip tabs on the glareshield are the best, particularly for single pilot work. Head stays up and by their very nature they have to be kept short.
When I flew the old Fokker 27 we had one that covered everything needed for safe operations and it had space for 10 or so items each side, 20 in all.
The B 737 checklist on the control column only has about 12 items in all, which covers taxi, takeoff, approach and landing. Although the pre start phase and shut down phases require a few more to be read out from a printed sheet.
For day to day checks, the old flip tabs on the glareshield are the best, particularly for single pilot work. Head stays up and by their very nature they have to be kept short.
When I flew the old Fokker 27 we had one that covered everything needed for safe operations and it had space for 10 or so items each side, 20 in all.
The B 737 checklist on the control column only has about 12 items in all, which covers taxi, takeoff, approach and landing. Although the pre start phase and shut down phases require a few more to be read out from a printed sheet.
Last edited by Mach E Avelli; 16th Dec 2012 at 04:22.
I well recall the story of a pilot at Essendon starting his C402 which had one of these fancy roller blind checklists with about 90 items from start to stop. The company required full use of this checklist. Even the most inconsequential item was on it.
It was night and raining and the windows misted up. As he turned to taxi out of the lines he started rolling his checklist and never did see his wing tip swipe the nose of another aircraft. He sure felt it though. Did not affect his career though since he is now an A330 captain with Dragonair and very wealthy thank you very much. Half his luck.
The longest checklist I ever saw was on a civilian Winjeel at Point Cook. It was another of these roller blind thingies. I knew a thing or two about Winjeels having instructed on them in the old days in the RAAF. Checklists were unheard of then. Didn't need them on Tiger Moths, Wirraways or Mustangs or even Dakotas.
This Winjeel at Point Cook had 137 read and do items on its checklist. If I recall correctly, the first item on the checklist was "Gooday". The last item was "have a good day". Obviously user-friendly....
It was night and raining and the windows misted up. As he turned to taxi out of the lines he started rolling his checklist and never did see his wing tip swipe the nose of another aircraft. He sure felt it though. Did not affect his career though since he is now an A330 captain with Dragonair and very wealthy thank you very much. Half his luck.
The longest checklist I ever saw was on a civilian Winjeel at Point Cook. It was another of these roller blind thingies. I knew a thing or two about Winjeels having instructed on them in the old days in the RAAF. Checklists were unheard of then. Didn't need them on Tiger Moths, Wirraways or Mustangs or even Dakotas.
This Winjeel at Point Cook had 137 read and do items on its checklist. If I recall correctly, the first item on the checklist was "Gooday". The last item was "have a good day". Obviously user-friendly....