Checklist exchange

Everybody's using checklists. I've started with the stuff from POH, plus
whatever my instructor recommended, and then over time more and more little
things got added to them out of experience. Yet more things got added as I
started my instrument training. The basic stuff is probably not so interesting
since it is everywhere. What is indeed interesting, I think, is those little
things that other people may have in their checklists that I don't have --
stuff that's grown out of individual mistakes. Often you can arrange things in
such a way that it makes making a mistake more difficult and so on.
I'm going to proceed and publish here some of my C172 checklists. If that
turns out to be interesting, I also have my RG/complex checklists for Cutlass.
Hope this is going to result in a fruitful exchange of information...

Andrey





==============================================
C172

PRE-FLIGHT
1. hobbs record
2. inspections check
3. ARROW check
4. windows check clean
5. control lock remove
6. parking brake set
7. avionics verify off
8. master on
9. fuel gauges check indication
10. flaps down
11. turn coordinator check no flag
12. pitot heat check
13. lights check
14. master off
15. trim visually check
16. fuel selector both
17. key verify removed


POST-FLIGHT
1. avionics off
2. ignition ground check
3. mixture cut-off
4. landing light check
5. master off
6. key remove
7. fuel selector left
8. trim for take-off
9. control lock set
10. all lights verify off
11. hobbs record
12. flight plan close


ENGINE START
1. pre-flight complete
2. pax briefed
3. seat belts secure
4. brakes check pressure
5. mixture rich
6. fuel selector both
7. throttle 1/8
8. carb heat off
9. nav light & beacon on
10. avionics verify off
11. prime as required
12. master on
13. clear prop call
14. ignition engage
15. throttle 800-1000 rpm
16. oil pressure/temp check
17. vacuum check
18. ammeter check
19. lights on
20. circuit breakers check
21. avionics on


PRE-TAXI
1. altimeter set
2. ATIS receive
3. altimeter reset
4. DG align with compass
5. AI set level
6. alt static/VSI check
7. comm 1,2 check
8. mkr lights check
9. transponder test
10. vor 1,2 test
11. adf test
12. comm/nav set as required
13. transponder standby VFR
14. trim verify for t/o
15. flaps up
16. fuel selector left
17. clearance receive
18. transponder set as required
19. taxi light on
20. parking brake release
21. brakes check


TAXI
1. turn coordinator verify
2. DG verify
3. compass verify
4. AI verify
5. controls position for wind


RUNUP
1. nose straight
2. parking brake set
3. taxi light off
4. controls free and correct
5. 6-pack check
6. avionics set as required
7. mixture rich
8. fuel selector right
9. throttle 1700 rpm
10. oil pressure/temp check
11. vacuum check
12. ammeter check under load
13. magnetos check
14. carb heat check
15. idle check
16. fuel selector both
17. primer verify locked


PRE-TAKE-OFF
1. mixture as required
2. fuel selector both
3. carb heat off
4. primer locked
5. flaps as required
6. trim for t/o
7. take-off briefing complete
BRIEFING:
1. rotation speed
2. best glide speed
3. runway required
4. runway available
5. engine quits: a. before rotation - abort take-off
b. below 800' agl - land straigt ahead +/- 30deg
c. above 800' agl - turn (which way) for
landing on (which) runway
8. seat belts secure
9. doors & windows locked


TAKE-OFF
1. landing light on
2. strobes on
3. transponder mode C
4. DG verify runway heading
5. time note
6. engine rpm verify full power
7. oil pressure/temp in the green
8. airspeed alive


PRE-LANDING
1. mixture rich
2. fuel selector both
3. primer locked
4. landing light on
5. seat belts secure
6. brakes check pressure
7. carb heat as required
8. flaps as required


POST-LANDING
1. carb heat off
2. flaps up
3. transponder standby
4. landing light off
5. strobes off
6. time note
==============================================

Wow, you've made flying incredibly difficult. And here for VFR flying I
don't need a checklist. There's nothing that, if missed, will kill you.
My only assumption is I don't forget to do the runup the first flight
of the day.




Andrey Serbinenko wrote:
Everybody's using checklists. I've started with the stuff from POH, plus
whatever my instructor recommended, and then over time more and more little
things got added to them out of experience. Yet more things got added as I
started my instrument training. The basic stuff is probably not so interesting
since it is everywhere. What is indeed interesting, I think, is those little
things that other people may have in their checklists that I don't have --
stuff that's grown out of individual mistakes. Often you can arrange things in
such a way that it makes making a mistake more difficult and so on.
I'm going to proceed and publish here some of my C172 checklists. If that
turns out to be interesting, I also have my RG/complex checklists for Cutlass.
Hope this is going to result in a fruitful exchange of information...

Andrey





==============================================
C172

PRE-FLIGHT
1. hobbs record
2. inspections check
3. ARROW check
4. windows check clean
5. control lock remove
6. parking brake set
7. avionics verify off
8. master on
9. fuel gauges check indication
10. flaps down
11. turn coordinator check no flag
12. pitot heat check
13. lights check
14. master off
15. trim visually check
16. fuel selector both
17. key verify removed


POST-FLIGHT
1. avionics off
2. ignition ground check
3. mixture cut-off
4. landing light check
5. master off
6. key remove
7. fuel selector left
8. trim for take-off
9. control lock set
10. all lights verify off
11. hobbs record
12. flight plan close


ENGINE START
1. pre-flight complete
2. pax briefed
3. seat belts secure
4. brakes check pressure
5. mixture rich
6. fuel selector both
7. throttle 1/8
8. carb heat off
9. nav light & beacon on
10. avionics verify off
11. prime as required
12. master on
13. clear prop call
14. ignition engage
15. throttle 800-1000 rpm
16. oil pressure/temp check
17. vacuum check
18. ammeter check
19. lights on
20. circuit breakers check
21. avionics on


PRE-TAXI
1. altimeter set
2. ATIS receive
3. altimeter reset
4. DG align with compass
5. AI set level
6. alt static/VSI check
7. comm 1,2 check
8. mkr lights check
9. transponder test
10. vor 1,2 test
11. adf test
12. comm/nav set as required
13. transponder standby VFR
14. trim verify for t/o
15. flaps up
16. fuel selector left
17. clearance receive
18. transponder set as required
19. taxi light on
20. parking brake release
21. brakes check


TAXI
1. turn coordinator verify
2. DG verify
3. compass verify
4. AI verify
5. controls position for wind


RUNUP
1. nose straight
2. parking brake set
3. taxi light off
4. controls free and correct
5. 6-pack check
6. avionics set as required
7. mixture rich
8. fuel selector right
9. throttle 1700 rpm
10. oil pressure/temp check
11. vacuum check
12. ammeter check under load
13. magnetos check
14. carb heat check
15. idle check
16. fuel selector both
17. primer verify locked


PRE-TAKE-OFF
1. mixture as required
2. fuel selector both
3. carb heat off
4. primer locked
5. flaps as required
6. trim for t/o
7. take-off briefing complete
BRIEFING:
1. rotation speed
2. best glide speed
3. runway required
4. runway available
5. engine quits: a. before rotation - abort take-off
b. below 800' agl - land straigt ahead +/- 30deg
c. above 800' agl - turn (which way) for
landing on (which) runway
8. seat belts secure
9. doors & windows locked


TAKE-OFF
1. landing light on
2. strobes on
3. transponder mode C
4. DG verify runway heading
5. time note
6. engine rpm verify full power
7. oil pressure/temp in the green
8. airspeed alive


PRE-LANDING
1. mixture rich
2. fuel selector both
3. primer locked
4. landing light on
5. seat belts secure
6. brakes check pressure
7. carb heat as required
8. flaps as required


POST-LANDING
1. carb heat off
2. flaps up
3. transponder standby
4. landing light off
5. strobes off
6. time note
==============================================

On Thu, 18 Jan 2007 12:01:20 -0700, Newps wrote
in :

And here for VFR flying I don't need a checklist.

What's so unique about your location?

Obviously our regard for the necessity of checklists differ. You'll
find an Adobe Acrobat copy of my Piper PA28-235 checklist he
http://www.dauntless-soft.com/PRODUC...info.asp?ID=29

Below is an unformatted copy:

Piper PA28-235 Check List
L. G. Dighera © June 21, 1999
Preflight Check
Squawks: note equipment complaints
Time: record Hobbs reading
Control wheel: release belts
Headset: jacks in, batteries: check
Avionics: off
Master switch: on
Fuel quantity gages: check (Sunrise: 122.85MHz; 851-5061)
Master switch: off
Ignition: check Mags OFF (keys on top of control panel)
Flaps: fully extended
Fuel strainer: drain
Exterior: check for damage, wrinkles, oil-caning
Control surfaces: check for interference
free of ice, snow, frost
Hinges: check for pins, interference
Wings: free of ice, snow, frost
Stall warning: check Light
Lights: operational (nav, ldg, beacon, strobes, inst, cabin)
Fuel tanks: check supply visually, secure caps
Fuel tank sumps: drain and check for water,
sediment, and proper fuel (80/87 red, 100LL blue)
Fuel vents: open
Main gear struts: proper inflation (4.5 inches, 2" @ 2900 lbs)
Tires: check wear, slippage, inflation (35-40 PSI)
Brakes: check blocks, red fluid leak
Pitot head: remove cover, holes clear
Windshield: clean
Propeller and spinner: check nicks, cracks, leaks, secure
Fuel and oil, check for leaks
Oil: Check level (add a quart if below 8.5 quarts, 12 qt max)
Dipstick: properly seated (50 W + additive, or 15-50 W)
cowling: secure
Inspection covers: secure
Nose wheel ti check wear, slippage on rim, (28-30 PSI)
Nose gear strut: proper inflation (3.5 inches)
Air inlets & filter: clear
Alternator belt: check tension
Pitot cover: remove
Exhaust plug: remove
Tow-bar: secure
Baggage: stowed properly, secure
Baggage door: locked (CCW)
Flaps: retract, to support step weight
Primary flight controls: proper operation
Cabin door: closed and secure (top latch first)
Required papers: on board
Seat belts and harness: fasten/adjust,
check inertia reel
Weight and C. G. computation
VOT: check log or test
(110.0 MHz, 180/TO, 360/FROM)
Before Starting Engine
Pre-flight inspection: complete
ATIS: copy (126.00 MHz) [Corona AWAS: 132.175 MHz]
Altimeter: check +/- 75 feet of airport elevation
[SNA: 54', Corona: 533']
Clearance: copy (VFR: 121.85 MHz, IFR: 118.0 MHz)
Radios set: [Corona CTAF: 122.8 MHz]
COM1: GND: 120.8, TWR: 126.8
Transponder: beacon sqwak code
ADF: (MAAGG: 337 KHz)
Aircraft: pulled out
Parking break: set
Starting Engine
Tow-bar: stowed
Radio power switches: off
Auto-pilot: off
Mixtu full rich (unless flooded)
Prop: forward (high RPM)
Throttle: 1/8-1/4 inch open
if flooded, full open
Carburetor heat: off (in)
Primer: cold engine: 1-5 shots
hot engine: pump throttle 3-4 quick, short strokes
Master switch: on
Fuel selector: second fullest tank
Electric fuel pump: on until pressure (unless flooded)
Clear area: verbal “CLEAR” and visual check:
Starter button: one revolution
Mag switch: Left magneto (impulse coupled)
Starter button: engage (5 to 10 seconds maximum)
Mag switch: Both
Throttle: adjust 800 RPM
Oil Pressu check (green arc in 30 seconds, or shutdown)
Anti-collision light: on (day)
Radio power switches: on
Electric fuel pump: off
Limit ground operation: above 70° F 2 minutes, below 4 min
Taxiing
Area: clear behind and in front
Mixtu lean to 2-1/2 inches out (to minimize lead fouling)
Brakes: release
Throttle: 1000 RPM
Steering: check
Bakes: check
Collision avoidance: observe shadows
At first turn check:
attitude indicator: stable
turn coordinator:
ball free opposite turn, tube full
turn indication toward turn
heading indicator: operational, stable
compass: card free, fluid full
Do not operate at high RPM over loose stones
Ground Check (Run-up)
Parking brake: set
Electric fuel pump: verify off
Prop: in (high RPM)
Throttle: 2150 RPM
Fuel pressu green
Fuel selector: switch to fullest tank (not mogas)
Fuel pressu green
Magnetos: (minimize operation on one mag)
Max: drop 125 RPM, difference 50 RPM
To remove carbon from plugs:
Magneto switch to BOTH
full throttle
lean mixture to maximum RPM and
enrichen (or 100° F rich of peak)
run for one minute, check mags.
Prop: cycle 3 times
Carburetor heat: check RPM drop or increase
Vacuum: 5.0 In Hg, +/- 0.1 In Hg
Ammeter: check (cycle landing light, note load indication)
Oil temperatu green
Oil pressu green
Retard throttle, idle check 650 RPM
Before Takeoff
Master switch: on
Flight instruments: set (AI, DG, VSI, Alt, clock)
Fuel selector: verify on fullest tank (not mogas)
Electric fuel pump: on
Engine gages: check oil pres. & temp. fuel pres.
Carburetor heat: off
Prop: in (high RPM)
Mixtu Full Rich
Or, lean for best power: oil temperature in green,
advance to full throttle,
lean mixture to maximum RPM
(2275-2375? static) and enrichen,
or 125° F rich of peak
Primer: locked
Flaps: set
Trim tabs: set (to “T”)
Controls: free and correct, autopilot off
Seat backs: erect
Seat belts, shoulder straps: buckled
Empty seats: belts securely fastened
Doors: latched (top latch first)
Radios: set
Fuses: check (tight, spares)
Transponder: on Altitude
Lights: as required
Engine is warm for takeoff when the throttle can be opened
without engine skipping or backfiring, and without reduction in
oil pressure.
Takeoff
Electric fuel pump: verify on
Flaps: set
normal: 0°
short/soft field: 25° (2nd notch)
Trim tabs: set according to CG loading (T)
Landing light: on
Transponder: on Altitude
Control wheel:
normal: forward pressure for cross wind
short field: neutral
soft field: back pressure, nose high
Time-off: note
Throttle: apply full throttle
normal: smoothly
short field: while brakes locked
soft field: slowly as acceleration proceeds
Heading indicator: check runway heading
Suction: 5.0 In Hg, +/- 0.1 In Hg
Ammeter: charging ( 0 indication)
Accelerate to:
normal: 65-70 MPH*
short/soft field: 55-65 MPH*
Ease control wheel back to rotate to climb attitude
Accelerate in ground-effect to:
normal: 100 MPH
short/soft field: 90 MPH
Flaps: if extended, slowly retract
Electric fuel pump: off 1500 ft AGL, check fuel pressure
* Speeds vary with weight loading
Climb
normal: 100 MPH (115 MPH for visibility and cooling)
short field: 90 MPH Vx (best angle) *
clear obstacle
then climb at 100 MPH Vy (best rate) *
soft field: 100 MPH Vy (best rate) *
Electric fuel pump: off at 1500 AGL
* Speeds will be reduced at less than gross weight
Cruising
Normal maximum power: 75% (2400 RPM $ 23.7" mp)
Mixtu lean above 5000 feet until rough
then enrichen until smooth, 100° F rich of peak EGT
(best power), or 1500° F, or lean for peak
EGT or roughness onset (best economy)
Switching tanks:
electric fuel pump on before & 30 sec after.
Burn inboard tanks first. Do not run tanks completely
dry in flight.
Turbulent air: reduce speed to 138 MPH (Va), or
less, if below maximum gross weight.
Descent
Normal:
throttle: plan to reduce MP 1 inch per minute
airspeed: as required
mixtu enrichen
Carburetor heat: full on, if required
Power off:
Carburetor heat: full on, if required
throttle: closed
airspeed: as required
mixtu leaned as required
power: verify with throttle every 30 seconds
Approach and Landing (GUMPS)
Seat backs: erect
Belts/harness: fasten/adjust
Mixtu rich (in)
Propeller: high RPM, (in)
Throttle: as required to maintain speed & descent (15-18")
Carburetor heat: off (unless icing is suspected)
Electric fuel pump: on
Fuel selector: fullest tank
Flaps: extend (115 MPH maximum speed):
normal: full (40°)
windy: little or none (0-25°)
Trim: 90 MPH, (set to L) (higher, if wind shear suspected)
Final approach speed (flaps 40°): 55-65 MPH
After ground contact: flaps up
hold nose wheel off, then lower nose gear
apply brakes with weight on main gear
Stopping Engine
Flaps: verify retracted
Electric fuel pump: off
Radios: off
Lights, and other electrical equipment: off
Throttle: closed
Ground lead check:
key to OFF momentarily
observe 200 RPM drop
key to BOTH
Mixtu idle cut-off
Magnetos: off (keys on top of control panel)
Master switch: off
Oil fill door: open for cooling
Parking
Fuel: fill all tanks, and oil above 9 qt. (Aero 100, 50 W SAE)
Sunrise: 122.85, (714) 851-5061
Stop with nose wheel on taxi way center line
Use tow-bar to steer aircraft to tie-down position Push aircraft
near hub of propeller
Wheels: chocked
Tie-downs: secure
Propeller: vertical for fueling
(normal rotation; finger tips only, for safety)
Tow-bar: stow
Flaps: fully retracted
Fuel valve: off
Parking brake: set
Time: enter Hobbs and Tachometer readings in book
Squawk: inoperative equipment in book
Window: latched closed
Vents: closed (4 seat, 1 dash, 1 roof, 1 cabin air)
Control wheel: secured with belts
Seat belts: fastened, shoulder belt stowed
Cabin: clean, all articles removed
Radio power switches: verify all off
Verify MASTER SWITCH OFF
Cabin and baggage doors: locked (CCW)
Oil fill door: close
Pitot cover & exhaust plug: installed
Cabin cover: installed
Flight Plan Closed

Newps wrote:
Wow, you've made flying incredibly difficult. And here for VFR flying I
don't need a checklist. There's nothing that, if missed, will kill you.
My only assumption is I don't forget to do the runup the first flight
of the day.

I recall that attitudes like that have caused many unnecessary
incidents/accidents. To each his own.

In article ,
says...

Everybody's using checklists. I've started with the stuff from POH, plus
whatever my instructor recommended, and then over time more and more little
things got added to them out of experience. Yet more things got added as I
started my instrument training. The basic stuff is probably not so interesting
since it is everywhere. What is indeed interesting, I think, is those little
things that other people may have in their checklists that I don't have --
stuff that's grown out of individual mistakes. Often you can arrange things in
such a way that it makes making a mistake more difficult and so on.
I'm going to proceed and publish here some of my C172 checklists. If that
turns out to be interesting, I also have my RG/complex checklists for Cutlass.
Hope this is going to result in a fruitful exchange of information...

Andrey





==============================================
C172

PRE-FLIGHT
1. hobbs record
2. inspections check
3. ARROW check
4. windows check clean
5. control lock remove
6. parking brake set
7. avionics verify off
8. master on
9. fuel gauges check indication
10. flaps down
11. turn coordinator check no flag
12. pitot heat check
13. lights check
14. master off
15. trim visually check
16. fuel selector both
17. key verify removed


POST-FLIGHT
1. avionics off
2. ignition ground check
3. mixture cut-off
4. landing light check
5. master off
6. key remove
7. fuel selector left
8. trim for take-off
9. control lock set
10. all lights verify off
11. hobbs record
12. flight plan close


ENGINE START
1. pre-flight complete
2. pax briefed
3. seat belts secure
4. brakes check pressure
5. mixture rich
6. fuel selector both
7. throttle 1/8

gonna check throttle friction?

8. carb heat off
9. nav light & beacon on
10. avionics verify off
11. prime as required
12. master on
13. clear prop call

who does that achieve these days - why "call it"? - just look around
(what else is required). What purpose does calling it out achieve to
those in the plane. I feel it's antiquated. I just have a good look
around (the *outside*) to see that no-one is near to walk into the thing
when it's spinning.

14. ignition engage
15. throttle 800-1000 rpm
16. oil pressure/temp check
17. vacuum check
18. ammeter check
19. lights on
20. circuit breakers check
21. avionics on


PRE-TAXI
1. altimeter set
2. ATIS receive
3. altimeter reset
4. DG align with compass
5. AI set level
6. alt static/VSI check
7. comm 1,2 check
8. mkr lights check
9. transponder test
10. vor 1,2 test
11. adf test
12. comm/nav set as required
13. transponder standby VFR
14. trim verify for t/o
15. flaps up
16. fuel selector left
17. clearance receive
18. transponder set as required
19. taxi light on
20. parking brake release
21. brakes check


TAXI
1. turn coordinator verify
2. DG verify
3. compass verify
4. AI verify
5. controls position for wind


RUNUP
1. nose straight
2. parking brake set
3. taxi light off
4. controls free and correct
5. 6-pack check
6. avionics set as required
7. mixture rich
8. fuel selector right
9. throttle 1700 rpm
10. oil pressure/temp check
11. vacuum check
12. ammeter check under load
13. magnetos check
14. carb heat check
15. idle check
16. fuel selector both
17. primer verify locked


PRE-TAKE-OFF
1. mixture as required
2. fuel selector both
3. carb heat off
4. primer locked
5. flaps as required
6. trim for t/o
7. take-off briefing complete
BRIEFING:
1. rotation speed
2. best glide speed
3. runway required
4. runway available
5. engine quits: a. before rotation - abort take-off
b. below 800' agl - land straigt ahead +/- 30deg
c. above 800' agl - turn (which way) for
landing on (which) runway
8. seat belts secure
9. doors & windows locked


TAKE-OFF
1. landing light on
2. strobes on
3. transponder mode C
4. DG verify runway heading
5. time note
6. engine rpm verify full power
7. oil pressure/temp in the green
8. airspeed alive


PRE-LANDING
1. mixture rich
2. fuel selector both
3. primer locked
4. landing light on
5. seat belts secure
6. brakes check pressure
7. carb heat as required

how would you know? (eg it's about to be required - how can you tell
that situation. Me.. carb heat ON (as I throttle back at end of
downwind). And I turn it back OFF established final (ready for full
power at anytime thereafter, and knowing it's had a good application
just prior.


8. flaps as required


POST-LANDING
1. carb heat off
2. flaps up
3. transponder standby
4. landing light off
5. strobes off
6. time note
==============================================

Jeez that's a lot of checks n' stuff - some doubled up, eg controls full
and free (only need to do that as ye pre-t/o - well that's what
methinks).

A very comprehensive list I might add.

--
Duncan

Duncan (NZ) wrote:

13. clear prop call

who does that achieve these days - why "call it"? - just look around
(what else is required). What purpose does calling it out achieve to
those in the plane. I feel it's antiquated. I just have a good look
around (the *outside*) to see that no-one is near to walk into the thing
when it's spinning.

I call OUT the storm window, not to anyone inside.

I see it as a courtesy to those who may be near enough to catch the
breeze or debris. I can't see behind my plane, so you never know.

Maybe it's not a life or death thing, but what can it hurt?

On Thu, 18 Jan 2007 20:09:49 GMT, B A R R Y
wrote:

Duncan (NZ) wrote:

13. clear prop call

who does that achieve these days - why "call it"? - just look around
(what else is required). What purpose does calling it out achieve to
those in the plane. I feel it's antiquated. I just have a good look
around (the *outside*) to see that no-one is near to walk into the thing
when it's spinning.

I call OUT the storm window, not to anyone inside.

I see it as a courtesy to those who may be near enough to catch the
breeze or debris. I can't see behind my plane, so you never know.

Maybe it's not a life or death thing, but what can it hurt?

I try to vary it.

GESUNDHEIT!

FORE!

BINGO!

L'CHAIM!

are equally effective.

Especially on the newer Piper. I haven't mastered doing the
turn-and-push on the mag switch to engage the starter with my left
hand, so I do it with my right, while my left hand's on the throttle.
That leaves my mouth about two feet from the tiny storm window, which
is, often as not, blocked by the AirScoop.

But it keeps the elephants away. That's what I tell passengers.

Don

"Don Tuite" wrote

I try to vary it.

GESUNDHEIT!

FORE!

BINGO!

L'CHAIM!

are equally effective.

I prefer "LOOK OUT!!!"

bds

BDS wrote:


I prefer "LOOK OUT!!!"



Or just in case the flight ends badly and you want to give us something to
talk about.

"Watch This"

B A R R Y wrote:


I call OUT the storm window, not to anyone inside.

That's why we call it the "clear prop window". Not
much good for anything else.