Line Up Acronym
Agreed. So you would advocate driving round the airfield with pitot heat on? Whilst lining up I check that my DI is correct for the runway I'm using which, as you correctly point out, is only valid with the pitot heat on.
One thing that everyone can learn from this is that there is no right or wrong answer. I would agree that the threshold is not the place to be f@rt-@rsing around with checklists or, indeed, lengthy mnemonics!
One thing that everyone can learn from this is that there is no right or wrong answer. I would agree that the threshold is not the place to be f@rt-@rsing around with checklists or, indeed, lengthy mnemonics!
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Ham,
Agreed. My interpretation is that as the poster was asking for an acronym, then they intended the use of memory items as "checks" rather than "checklists".
You do not use a check list when turning the aircraft or climbing or descending so why would you use one when rolling down the runway?
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Agreed. So you would advocate driving round the airfield with pitot heat on?
Of course not, but I would like to set my DI correctly against the compass BEFORE entering the runway and then check alignment with the runway before taking off.
Rather defeats the point otherwise, doesn't it?
PS. I am assuming a simple aircraft with a simple DI and no slaved HSI, thus requiring manual alignment.
Of course not, but I would like to set my DI correctly against the compass BEFORE entering the runway and then check alignment with the runway before taking off.
Rather defeats the point otherwise, doesn't it?
PS. I am assuming a simple aircraft with a simple DI and no slaved HSI, thus requiring manual alignment.
OK then we check that TCAS is clear, tray tables stowed, MCDUs selected, wx radar on, flaps, lights, cabin crew signal given , brake fans (where fitted) off and nothing on finals. 
Negative checklist. Airmanship.
I've just looked back at what I wrote and the intention wasn't to suggest leaving pitot heat until lined-up. I had meant to imply that lights flaps etc are done at/before/whilst crossing (delete as applicable) the holding point.
note to self: remember to proof read before pisting.
I've just looked back at what I wrote and the intention wasn't to suggest leaving pitot heat until lined-up. I had meant to imply that lights flaps etc are done at/before/whilst crossing (delete as applicable) the holding point.
note to self: remember to proof read before pisting.
Last edited by Megaton; 21st May 2007 at 15:47.
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I've never had to use pitot heat yet, and haven't got my POH in front of me but from memory I believe that pitot heat is the LAST item on the checklist, after the DI-compass check at both startup and hold...next time I'm in I'll check its effect on the compass - of course, it'll vary per type, but interesting if it is that way round..
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robdebois
I see that you are a PPL student and probably your instructor hasn't discussed this with you yet.
It's not something I learned on my PPL, but an experienced pilot taught me some time afterwards.
In my experience (and I only have a few hundred hours, so that's not so much compared to others around here) the effect varies between individual airframes (or compasses?) and can be as little as a few degrees up to many.
Out of interest, I have a PA28-161 Cadet checklist here (3rd party supplier, so not approved) and it says pitot heat on, then set Di.
I see that you are a PPL student and probably your instructor hasn't discussed this with you yet.
It's not something I learned on my PPL, but an experienced pilot taught me some time afterwards.
In my experience (and I only have a few hundred hours, so that's not so much compared to others around here) the effect varies between individual airframes (or compasses?) and can be as little as a few degrees up to many.
Out of interest, I have a PA28-161 Cadet checklist here (3rd party supplier, so not approved) and it says pitot heat on, then set Di.
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Firstly thanks for the input coming in, a lot of what has been said makes damn good sense (I guess a suitable reply to my initial post could be KISS), and I do try and plan ahead and we do brief for EFATO and have a glance at the sock while at the hold. I already complete a mental list of LCA (as I have already said) as soon as I have been given my clearance for take off or to line up on the runway.
As I'm sure many other students feel, while lining up, that 2 seconds before going I often think "have I forgotten something?", now I appreciate that this will gently disappear as I get more experience, but what I was looking for was do others use a last final check before rolling? I do like the compass/DI check for correct runway (as while I am familiar with my home airfield, as I venture further away I believe this is a valid check).
Pitts while I appreciate your input could you amend your post as you have incorrectly quoted me as saying "I'll just do what you tell me and take no responsibility for the outcome and if I crash it'll all be your fault".
Ham Phisted, I get what you are saying with regard to no checklists for climbing and descending, but I have been taught checks to do during a climb (I wont go into these), but there are various acronyms taught to the PPL to remember these. I imagine after a few hunded hours these become second nature, but a nifty way of remembering them does help. I was just seeing if anyone had such a thing for the second or 2 prior to take-off, which again after a few hunderd hours would become a "second nature flow check".
And finally just out of interest Ham Phisted, do you know if the BA SOP has a check of the correct runway? Is this done by checking the correct hold?
Cheers
Camel Toe
"Over Macho Grande?"
As I'm sure many other students feel, while lining up, that 2 seconds before going I often think "have I forgotten something?", now I appreciate that this will gently disappear as I get more experience, but what I was looking for was do others use a last final check before rolling? I do like the compass/DI check for correct runway (as while I am familiar with my home airfield, as I venture further away I believe this is a valid check).
Pitts while I appreciate your input could you amend your post as you have incorrectly quoted me as saying "I'll just do what you tell me and take no responsibility for the outcome and if I crash it'll all be your fault".
Ham Phisted, I get what you are saying with regard to no checklists for climbing and descending, but I have been taught checks to do during a climb (I wont go into these), but there are various acronyms taught to the PPL to remember these. I imagine after a few hunded hours these become second nature, but a nifty way of remembering them does help. I was just seeing if anyone had such a thing for the second or 2 prior to take-off, which again after a few hunderd hours would become a "second nature flow check".
And finally just out of interest Ham Phisted, do you know if the BA SOP has a check of the correct runway? Is this done by checking the correct hold?
Cheers
Camel Toe
"Over Macho Grande?"
Last edited by camel toe; 21st May 2007 at 19:01. Reason: formatting
You asked about how we know we're entering the correct runway?
Currently being notam'ed at, I think, all the airports in the UK we go to, is that runway entry points must be read back ie "Speedbird 123 cleared to line up and wait 27R via A1."
We (should
) also check heading as we line up and ensure it cross-checks with aerodrome data; however, I'd be lying if I said I did it every time. In low-visibility procedures we tune the ils and use it to assist in the ground roll.
ps for info, my background was originally GA with 500+ hrs before airline work. My day job before flying was aircraft engineer (not that you could guess from most of my posts!).
Currently being notam'ed at, I think, all the airports in the UK we go to, is that runway entry points must be read back ie "Speedbird 123 cleared to line up and wait 27R via A1."
We (should
) also check heading as we line up and ensure it cross-checks with aerodrome data; however, I'd be lying if I said I did it every time. In low-visibility procedures we tune the ils and use it to assist in the ground roll.ps for info, my background was originally GA with 500+ hrs before airline work. My day job before flying was aircraft engineer (not that you could guess from most of my posts!).
