Checklist exchange

Quite often on the ramp at my home field a nearby pilot will call "All
clear" in response to my "clear", as he can see the area directly infront of
and underneath the nose. Just another nice piece of etiquette. Also it let's
people know it will get a bit breezy behind the plane.
I also see a lot of pilots shout clear and then immediately crank the
plane.... please make the call worthwhile by waiting a couple of seconds. Oh
and take the headset off or uncover one ear, just in case someone is
shouting something at you (like don't start, there's a kid playing with the
prop). I know it is unlikely but for that 1 in 1000000 chance, what has it
cost you?

- Barney

"Duncan (NZ)" wrote in message
. nz...
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

Responding to comments about the usefulness/uselessness of calling "Clear
prop," before cranking, Barney Rubble wrote
Quite often on the ramp at my home field a nearby pilot will call "All
clear" in response to my "clear", as he can see the area directly in front
of and underneath the nose. ...

I would have appreciated a negative response the three of four times I've
overlooked nose wheel chocks and had to shut down to remove them. I know
someone saw me do this at least once.

Barney Rubble wrote:
Oh
and take the headset off or uncover one ear, just in case someone is
shouting something at you (like don't start, there's a kid playing with the
prop).

I don't even put the headset on until after start. I figure my ears can
take a few seconds of engine noise, and it lets me hear things I might
need to hear - like different engine sounds, or somebody shouting
something at me before I start.

.... Alan

--
Alan Gerber
PP-ASEL
gerber AT panix DOT com