Check list mnemonics/lists
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Check list mnemonics/lists
Had a refresher flight in a Cherokee over the week-end - first flight for ten years in a group A aircraft.
The flight went very well except for calling out the various checklists (pre take off, cruise, down-wind, pre landing, pre stall etc). My microlight has very simple operating systems so I don't often check mixture, undercarriage and carb heat.
Anyone got a downloadable list of checklists for SEP group A types that I can attach to my knee board??
Thanks
Tony
PS - If you are interested, my flight took the form of a mock GST which apart from the glide approach, I would have passed - not bad I thought after a 10 year break from Cherokees.
The flight went very well except for calling out the various checklists (pre take off, cruise, down-wind, pre landing, pre stall etc). My microlight has very simple operating systems so I don't often check mixture, undercarriage and carb heat.
Anyone got a downloadable list of checklists for SEP group A types that I can attach to my knee board??
Thanks
Tony
PS - If you are interested, my flight took the form of a mock GST which apart from the glide approach, I would have passed - not bad I thought after a 10 year break from Cherokees.
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Not got a downloadable one, but written on my Plogboard it says:
BUFPANEFI
FREDA
BUMPFFHHCC
CUMP
Reds Blues Greens
There are more (IFR missed approach, and such) but you probably don't want those.
They mean:
After Takeoff
Brakes (on briefly to stop wheels)
Undercarriage (up)
Flaps (up)
Power (MAP and RPM back)
Altimeter (makes sense)
Navaids (coming alive)
Engine (indications OK)
Fuel (pump off, anything else type-specific)
Icing (check)
Enroute and Airfield Approach
Fuel (correct tank?)
Radio (frequency selected)
Engine (happy)
DI (agrees with compass)
Altimeter (QNH/QFE set)
Downwind
Brakes (off)
Undercarriage (down)
Mixture (set as appropriate)
Pitch (set)
Fuel (pump on)
Flaps (as required)
Harnesses (tight)
Hatches (closed and locked)
Cowl flaps (as required)
Carb heat (if relevant)
Turning Final
Cowl flaps
Undercarriage
Mixture
Pitch
Short Final
Reds - mixture
Blues - pitch
Greens - gear down and 3 green lights.
I don't have a pre-takeoff or after-landing one because I use the aircraft checklist for that.
Also have "Icing checks" as a regular feature enroute, and "Change tanks" on the hour and half hour.
Hope it helps.
BUFPANEFI
FREDA
BUMPFFHHCC
CUMP
Reds Blues Greens
There are more (IFR missed approach, and such) but you probably don't want those.
They mean:
After Takeoff
Brakes (on briefly to stop wheels)
Undercarriage (up)
Flaps (up)
Power (MAP and RPM back)
Altimeter (makes sense)
Navaids (coming alive)
Engine (indications OK)
Fuel (pump off, anything else type-specific)
Icing (check)
Enroute and Airfield Approach
Fuel (correct tank?)
Radio (frequency selected)
Engine (happy)
DI (agrees with compass)
Altimeter (QNH/QFE set)
Downwind
Brakes (off)
Undercarriage (down)
Mixture (set as appropriate)
Pitch (set)
Fuel (pump on)
Flaps (as required)
Harnesses (tight)
Hatches (closed and locked)
Cowl flaps (as required)
Carb heat (if relevant)
Turning Final
Cowl flaps
Undercarriage
Mixture
Pitch
Short Final
Reds - mixture
Blues - pitch
Greens - gear down and 3 green lights.
I don't have a pre-takeoff or after-landing one because I use the aircraft checklist for that.
Also have "Icing checks" as a regular feature enroute, and "Change tanks" on the hour and half hour.
Hope it helps.
Open that tattered book that should be in the aircraft entitled "Aircraft Flight Manual" or "Pilot's Operating Handbook". Photocopy the relevant checklists and scan them in, then format to your heart's content.
To use any other bastardised checklist other than the aircraft's manufacturer (or you employer which is irrelevant for private flying) opens you up to litigation and negligence for not operating the aircraft correctly.
Fly safe!
CS
To use any other bastardised checklist other than the aircraft's manufacturer (or you employer which is irrelevant for private flying) opens you up to litigation and negligence for not operating the aircraft correctly.
Fly safe!
CS
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A starting point to find the basics of a checklist (which should then be rigourously checked against the contents of the POH, as previously stated) is at this site. I don't know which flavour of PA28 you were in, but there are a variety available here.
I have recently done a checklist for our club Fuji FA200, which is not a million miles from a PA28 in terms of equipment, etc, but the sort of thing which does need close scrutiny is all the critical speeds, etc.
I have recently done a checklist for our club Fuji FA200, which is not a million miles from a PA28 in terms of equipment, etc, but the sort of thing which does need close scrutiny is all the critical speeds, etc.
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Are you folks saying you use the aircraft checklist in the air? On the ground, absolutely. In the air, I prefer to be watching out of the windows, and use the mnemonics.
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I don't use checklists in the air - emergencies are not the time to be pfaffing with checklists! In terms of 'Leaving the Circuit', 'Downwind', HASELL, 'Finals', etc - I just run from memory.
Things do occasionally get missed
, but I try to make sure it's just minor things! In an emergency, I'd try to do everything by memory and if I had a pax, just get them at a convenient moment in the emergency (if I get one) to sing out items from the list as a double check to ensure I hadn't missed anything.
Things do occasionally get missed
, but I try to make sure it's just minor things! In an emergency, I'd try to do everything by memory and if I had a pax, just get them at a convenient moment in the emergency (if I get one) to sing out items from the list as a double check to ensure I hadn't missed anything.
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I advocate that the best checklist is the panel in front of you. Just scan your eyes over every switch and instrument and check that it is in the position you would like it to be in.
This works for even complex aircraft, and is particularly helpful if you swap between aircraft.
I think that checklists are only good for multi-crew operation.
W
This works for even complex aircraft, and is particularly helpful if you swap between aircraft.
I think that checklists are only good for multi-crew operation.
W
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Pre-takeoff
H: hood, harness, hydraulics
T: trim, tension, temperatures
M: mixture, carb. heat
P: propellor
F: fuel, flaps
G: gills
G: gyros
S: switches
Pre-landing
H: hood, harness, hydraulics
U: undercarriage (select down)
G: gas
B: brakes
U: undercarriage (confirm down and locked)
M: mixture, carb. heat
P: propellor
F: flaps
Circuit Basher and WCollins: this article may be of interest, as may this one.
H: hood, harness, hydraulics
T: trim, tension, temperatures
M: mixture, carb. heat
P: propellor
F: fuel, flaps
G: gills
G: gyros
S: switches
Pre-landing
H: hood, harness, hydraulics
U: undercarriage (select down)
G: gas
B: brakes
U: undercarriage (confirm down and locked)
M: mixture, carb. heat
P: propellor
F: flaps
Circuit Basher and WCollins: this article may be of interest, as may this one.
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MLS12D - there's no right or wrong on this one, but I am not used to operating without a checklist! I do on occasions go through start / power checks without using checklist, but there's always a nagging doubt in my mind that I've forgotten something, even when checking the obvious!
I feel more comfortable in situations like this just to review a checklist to make sure that nothing's been missed.
As I said - it's a 'what I'm used to' thing, rather than being right / wrong. I also like to use a comprehensive checklist (as per AFE for the UK pilots) so that if I get interrupted by an ATC call during taxi, etc, I can get back to where I left off.
I feel more comfortable in situations like this just to review a checklist to make sure that nothing's been missed.
As I said - it's a 'what I'm used to' thing, rather than being right / wrong. I also like to use a comprehensive checklist (as per AFE for the UK pilots) so that if I get interrupted by an ATC call during taxi, etc, I can get back to where I left off.
WCollins:
I agree that checking switches are in the right position is a good way to start. However, I don't agree that checklists should be restricted to multi-crew types, whether fixed or rotary.
When I get in my little eggbeater / gravity defier, I have committed to memory what I need to do up to the point where I need to start the thing up. So I follow the flow round the cockpit, left to right, rear to front, up the console, and THEN I dig out the checklist and run through it to ensure I've not missed something.
When it comes to shutdown, I get to the point where I'm running to cool down, then out comes the checklist and I run through it to make sure I've missed nothing vital.
Emergency procedures are committed to memory - that is sensible, I think !
In the days when jumpseat visits were allowed, I saw plenty of crews doing all the things the checklist said well before the point the checklist was actually pulled out - at that stage all that was needed was to run through the items on the list and confirm they were set accordingly.
I agree that checking switches are in the right position is a good way to start. However, I don't agree that checklists should be restricted to multi-crew types, whether fixed or rotary.
When I get in my little eggbeater / gravity defier, I have committed to memory what I need to do up to the point where I need to start the thing up. So I follow the flow round the cockpit, left to right, rear to front, up the console, and THEN I dig out the checklist and run through it to ensure I've not missed something.
When it comes to shutdown, I get to the point where I'm running to cool down, then out comes the checklist and I run through it to make sure I've missed nothing vital.
Emergency procedures are committed to memory - that is sensible, I think !
In the days when jumpseat visits were allowed, I saw plenty of crews doing all the things the checklist said well before the point the checklist was actually pulled out - at that stage all that was needed was to run through the items on the list and confirm they were set accordingly.
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This subject is a real biggy! I've operated with generic lists, memory only, read only, some memory items with some read items, do then check, and only do when read, all with various outfits and operations and all had good reason for their methods.
I suppose the only fundamental is that you should only use the approved and certified checklist for the machine you're flying. Having said that, if a generic list is checked against the certified list, then it may work, but why bother if you're only flying one or two types.
The other fundamental is to make sure you actually do the check. I have a major problem with instructors who teach C150 downwind VA's to include 'undercarriage down'. It's irelevant to the Cessna and all the student will learn is to do nothing when 'Undercarriage' comes up on the list. It seems to me to be a perfect set up for a cognitive wheels up, if ever there was one.
I was given the following mnemonics for the Chipmunk pre-take off and pre-landing checks whilst on a UAS at White Waltham (aaaaaaaaaah!) in 1969:
'Typhoo Tea Makes Fiery Fred's Goolies Go Purple Ha Ha!' and 'My Friend Fred Has Hairy Balls'. Respectively: 'trim, throttle friction, mixture, fuel, flaps, gyros, gauges, pitot heat, harness, hood' and 'mixture, fuel, flaps harness, hood, brakes'.
While relating this to an 'Old Hairy' who was teaching me to fly 1-11's in the 90's, he gave me his pre-take off mnemonic: "Tickle My P***s For (a) F*****g Great Hard"! Perhaps better suited to Jet Blast than here, but unforgettable, all the same..........
A
I suppose the only fundamental is that you should only use the approved and certified checklist for the machine you're flying. Having said that, if a generic list is checked against the certified list, then it may work, but why bother if you're only flying one or two types.
The other fundamental is to make sure you actually do the check. I have a major problem with instructors who teach C150 downwind VA's to include 'undercarriage down'. It's irelevant to the Cessna and all the student will learn is to do nothing when 'Undercarriage' comes up on the list. It seems to me to be a perfect set up for a cognitive wheels up, if ever there was one.
I was given the following mnemonics for the Chipmunk pre-take off and pre-landing checks whilst on a UAS at White Waltham (aaaaaaaaaah!) in 1969:
'Typhoo Tea Makes Fiery Fred's Goolies Go Purple Ha Ha!' and 'My Friend Fred Has Hairy Balls'. Respectively: 'trim, throttle friction, mixture, fuel, flaps, gyros, gauges, pitot heat, harness, hood' and 'mixture, fuel, flaps harness, hood, brakes'.
While relating this to an 'Old Hairy' who was teaching me to fly 1-11's in the 90's, he gave me his pre-take off mnemonic: "Tickle My P***s For (a) F*****g Great Hard"! Perhaps better suited to Jet Blast than here, but unforgettable, all the same..........
A
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Then there is the alternative view in this classic article...
http://www.avweb.com/news/columns/182037-1.html
I considered it for about 3 seconds and then sanity kicked in!!!
http://www.avweb.com/news/columns/182037-1.html
I considered it for about 3 seconds and then sanity kicked in!!!
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Checklists
The benifit of Checklists have long been debated one way or another. For pilots using differant types or even models of aircraft, how can anyone remember all the Abnormal and Emergency checks from memory? when you may be required to be flying two or three types, especially when an emergency has not come up for some time, will you remember everything?
On a dark and stormy night when you wish you were home in bed and things go from bad to worse, this is not the time to be trying to fly the aircraft and read a checklist at the same time and, even harder if you are on your own.
There is now help for some of us who wish to have a long life without too much stress.
There is a company now making low cost Electronic Checklists that are programmable and will turn text into speech, they have Normal, Emergency, Abnormal and Custom checks, most checks accessable from two control wheel buttons.
It's like having a co-pilot helping to keep things under control.
On a dark and stormy night when you wish you were home in bed and things go from bad to worse, this is not the time to be trying to fly the aircraft and read a checklist at the same time and, even harder if you are on your own.
There is now help for some of us who wish to have a long life without too much stress.
There is a company now making low cost Electronic Checklists that are programmable and will turn text into speech, they have Normal, Emergency, Abnormal and Custom checks, most checks accessable from two control wheel buttons.
It's like having a co-pilot helping to keep things under control.
Last edited by BRL; 14th Oct 2003 at 23:26.
TWU checklist circa 1975:
1. Check it's the allocated aeroplane.
2. Kick its tyres.
3. Strap in.
4. Start it up.
5. Examine cockpit for switches:
6. Move any shiny ones to the opposite setting on account of the fact that they're obviously moved very often.
7. Don't touch any rusty ones as they're obviously never moved.
8. Check-in anyone you're in formation with on Guard
9. Tell the tower you're taxying.....
10. Take-off
Hence "Kick the tyres, light the fires. Move the shinies, leave the rusties, brief on Guard, last one airborne's a poof....."
No - of course I'm not being serious. You NEVER brief on Guard!
1. Check it's the allocated aeroplane.
2. Kick its tyres.
3. Strap in.
4. Start it up.
5. Examine cockpit for switches:
6. Move any shiny ones to the opposite setting on account of the fact that they're obviously moved very often.
7. Don't touch any rusty ones as they're obviously never moved.
8. Check-in anyone you're in formation with on Guard
9. Tell the tower you're taxying.....
10. Take-off
Hence "Kick the tyres, light the fires. Move the shinies, leave the rusties, brief on Guard, last one airborne's a poof....."
No - of course I'm not being serious. You NEVER brief on Guard!
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The one I was taught in training still comes in useful, two versions a clean and a not-so-clean.
Three Mince Pies For Good Health
or:-
Three Male Prostitutes Fornicating Gents Hourly
Each initial letter covers three items
Temps
Trim
Throttle Friction
Mixture
Mags
Master switches
Pitch
Pitot
Pressures
Flaps
Fuel
Full & Free movement
Generator charging
Gyros & Gauges
Gills (or cowl flaps)
Hatches
Harnesses
Hour (note take-off time)
Mike
Three Mince Pies For Good Health
or:-
Three Male Prostitutes Fornicating Gents Hourly
Each initial letter covers three items
Temps
Trim
Throttle Friction
Mixture
Mags
Master switches
Pitch
Pitot
Pressures
Flaps
Fuel
Full & Free movement
Generator charging
Gyros & Gauges
Gills (or cowl flaps)
Hatches
Harnesses
Hour (note take-off time)
Mike
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I hate checklists ... for some reason they make me miss things!
Certainly for most light single's I reckon they are a clumsy way of doing things. When rushed it's only too easy to gloss over or skip a line. Better IMHO to get into a fixed routine for all and stick to it. Walk rounds are very routine and once you learn how to do it "properly", and you will spot more than you would with a checklist ( they never mention wing waggles or standing back and checking symetry for a start! ). In the cockpit you can use phnemonics or scan, whichever you prefer. I still use and just adapt the old glider CBSIFTCB and add a simple engine routine. In the air you shouldn't use a checklist anyway, as I'm sure all will agree. About the only time I do use checklists is when some grumpy FI (usually AFI as they tend to be more predantic) insists. I do usually have a flick through before I even get near the aeroplane in case there is anything strange on a particular type ... but it's better to get this info and speeds ect from the POH, so if it's available....
IM
Certainly for most light single's I reckon they are a clumsy way of doing things. When rushed it's only too easy to gloss over or skip a line. Better IMHO to get into a fixed routine for all and stick to it. Walk rounds are very routine and once you learn how to do it "properly", and you will spot more than you would with a checklist ( they never mention wing waggles or standing back and checking symetry for a start! ). In the cockpit you can use phnemonics or scan, whichever you prefer. I still use and just adapt the old glider CBSIFTCB and add a simple engine routine. In the air you shouldn't use a checklist anyway, as I'm sure all will agree. About the only time I do use checklists is when some grumpy FI (usually AFI as they tend to be more predantic) insists. I do usually have a flick through before I even get near the aeroplane in case there is anything strange on a particular type ... but it's better to get this info and speeds ect from the POH, so if it's available....
IM
The only checklist that is authorised for any type is the one in the POH. If you have an incident using any other checklist, you could be held liable and/or invalidate you insurance cover.
My club produces it's own checklist books which we insist the club members use. The content is stright from the POH. We have highlighted the lists which we think the club members should know of by heart, but these are only the after take-off, routine, pre-landing and some emergency checks.
My club produces it's own checklist books which we insist the club members use. The content is stright from the POH. We have highlighted the lists which we think the club members should know of by heart, but these are only the after take-off, routine, pre-landing and some emergency checks.
The only checklist that is authorised for any type is the one in the POH.
1) I must use the checklist as printed in the authorised flight manual
2) I must use a copy of the checklist as printed in the authorised flight manual
3) I must use a checklist that contains the items in the POH checklist (and only those items) but they may be reformatted
4) I must use a checklist that contains the items in the POH checklist (and only those items) but they may reformatted and reordered
5) I must use a checklist that contains the items in the POH checklist but they may reformatted and items may be added but not removed nor reordered
6) I must use a checklist that contains the items in the POH checklist but they may reformatted, reordered and items may be added but not removed
7) I must use a checklist that is substantially the same as the items in the POH checklist, with variations appropriate to operating procedures.
Thoughts?