Landing Checklist - Recall
 

What is the significance, of doing a Recall check during a landing procedure?

As per our company we do it once, at TOD, and after selecting Flaps 15 during landing. Why just before landing?

None, the Boeing Checklist does not have it.

Our outfit put one in specifically for (and only for) RNP AR operations to cover a single GPS failure due to the complexity of the RNP AR we fly and the size of the hills on approach and the length of time we are below area MSA.

The legacy checklist from the 200 series did have a recall check in the approach checklist but I am unsure if it was Boeing or Customer initiative.

May be only nice to have .... but, for many Chief Pilots, old habits die hard .. perhaps a good idea to recheck those things which might kill you (or threaten the Super) at the eleventh hour ?

It's the Black Swan events that can bring you undone.

I'm all for belt, braces and a bit of string. 😃

I do a silent FUC check prior to landing: Flaps, Undercarriage, Clearance.

I know we've completed the Before Landing checklist but as JT said, old habits die hard, and if just those three items are double checked, the chance of tea & bikkies is much reduced.

Add Spoilers at the end, Clarrie, and then you'd have real rhymer...

It was a Boeing item introduced on the early 737-100 and 200 and 300 series and was the first item in the 737 Before Landing checklist. Later in a revised Boeing philosophy to standardise among all Boeing types (illogical IMHO and spoiled the original 737 perfectly satisfactory procedures ) it was removed from the Before Landing checks and placed in the Descent checklist. A sad day that happened.

Descent checklist only for us, both Recall systems have to be checked, same as in the before taxy checklist. Even for RNP AR we don't need another recall check as single GPS invalids will be displayed in a scratchpad message anyway.

The reason behind the Recall check is that some single failures do not throw a Master Caution by itself, but when checking the Recall function, will annunciate themselves. It is to be emphasised that the Recall can only be performed successfully if ALL 12 lights have been illuminated, as a single failure of a non-illuminated item will not light up the Master Caution when releasing the panel UNTIL the Recall has lit up the group item itself (e.g. OVERHEAD).

Although it is not a NG standard Boeing item, some operators indeed have kept it in the checklist for cross-fleet commonality, others have never taken it out when transferring from -200 to NG-style. Whatever the reason for each operator, it is always a good idea to at least once after cruise flight check the recall to ensure the required systems are available for the intended approach type, especially with more advanced procedures in development at present, where precision is key to successful completion.

Captains Bloggs and Claret... I think I've just added a useful new acronym to my operation, thanks. :}

PS Anyone else use CRAP for a last-minute runway change on approach?

Ooo, do tell me all about your CRAP.

Ok, assuming request is not tongue-in-cheek...
 

C learance, confirm FMS RTE page is showing the new arrival you've been cleared for
R adios, confirm on NAV RAD page that tuned ILS or VORs agree with chart
A ltitudes, a quick re-set/re-brief of FAP/FAF, minima and MAP altitudes
P erformance, consider if new flap setting/autobrake setting required for new runway

And let's face it, as a mnemonic aide it comes quite naturally for a last-minute runway change... :}

Last minute change? Able to do a visual swingover? Yes, nothing further required :)

I like CRAP, and have used FUC since an old boy mentioned it on my MCC.

There's a big difference between a visual sidestep like in MRS and a last minute runway change after the IAF like you sometimes get at MAD.