Full before landing checklist in the pattern?

"'Vejita' S. Cousin" wrote in message ...
In article ,
David Megginson wrote:
('Vejita' S. Cousin) writes:

Define 'full'? I mostly fly C152 and GUMP pretty much covers
everything. I do speed/flaps as I fly the pattern.

What do you do for the "U" and "P" in a 152?

2. Fuel both (not really necessary as I check this prior to takeoff too)

The engine is running isn't it? The only choices you have in the 152 are
BOTH and OFF. Frankly, we NEVER touched that lever.

Ron Natalie wrote:

Frankly, we NEVER touched that lever.

Absolutely! In my 150, it never got turned. After 25+ years in one position, I
felt that nothing good could happen by moving it.

George Patterson
If you're not part of the solution, you can make a lot of money prolonging
the problem.

What do you do for the "U" and "P" in a 152?

Check gear is down and welded.


And check that the parking brake is off.

Jose

--
(for Email, make the obvious changes in my address)

BoDEAN wrote:

How many people do / teach doing a full before landing checklist when
doing pattern work?

I flew with at least six different instructors during training for my PPC, two
others for transition to tailwheel, and several others for BFRs. None used
checklists during landing, nor did any of them recommend that I create one or
use one. I don't have or use one in my Maule, but there aren't a whole lot of
things to remember. I think I would develop the habit of using one if I were
flying more complex aircraft, or if I were flying several different types of
aircraft.

George Patterson
If you're not part of the solution, you can make a lot of money prolonging
the problem.

"G.R. Patterson III" wrote in message
...


BoDEAN wrote:

How many people do / teach doing a full before landing checklist when
doing pattern work?

I flew with at least six different instructors during training for my PPC,
two
others for transition to tailwheel, and several others for BFRs. None used
checklists during landing, nor did any of them recommend that I create one
or
use one.

My instructors talked about it, but didn't regularly reinforce the habit and
as a result I often forget. In a 172 and similar, there really is nothing to
actually *do* as a result of the checklist (I think that was the point about
the seatbelts; you always know you are wearing them) and, ironically, if you
do the check on downwind you probably don't pull the carb heat yet.

On the occasions when I do remember or am reminded, I usually take care to
actually touch the fuel selector, mixture, and primer, and look down at the
gear. I hope I'm creating habits that will help when I fly something more
complex, but right now I'm worried about re-creating the checklist habit in
the first place.

-- David Brooks

That's exactly what I meant, David....way to go! There was a time when
fixed-gear Beech trainers had a faux landing gear switch, just to develop
the habit pattern.

Bob Gardner

"David Brooks" wrote in message
...
"G.R. Patterson III" wrote in message
...


BoDEAN wrote:

How many people do / teach doing a full before landing checklist when
doing pattern work?

I flew with at least six different instructors during training for my
PPC,
two
others for transition to tailwheel, and several others for BFRs. None
used
checklists during landing, nor did any of them recommend that I create
one
or
use one.

My instructors talked about it, but didn't regularly reinforce the habit
and
as a result I often forget. In a 172 and similar, there really is nothing
to
actually *do* as a result of the checklist (I think that was the point
about
the seatbelts; you always know you are wearing them) and, ironically, if
you
do the check on downwind you probably don't pull the carb heat yet.

On the occasions when I do remember or am reminded, I usually take care to
actually touch the fuel selector, mixture, and primer, and look down at
the
gear. I hope I'm creating habits that will help when I fly something more
complex, but right now I'm worried about re-creating the checklist habit
in
the first place.

-- David Brooks

Abbreviated checks means abbreviated life!

Pre-landing checks and any other vital checks should be used each &
every time - ALWAYS. Commit them to memory & practice, practice and
re-practice them until they become second nature - (you don't even need
an plane to practice). Then use the checklist as just that - a
checklist and not a challenge & response list:

Brakes - off/pressure checked
Undercarriage - down/transiting
Mixture - rich
Fuel - fulest tank selected/pump on/contents & pressure checked
Engine Ts & P's - green sector
Mags - both
Doors - closed & locked
Harnesses/Seatbelts - secure

On short-final:

Props - full fine
Undercarriage - down & confirm three greens
Flaps - set as required
Carb heat - hot
Clearance - cleared to land/runway clear

If you can fly an aircraft, you can commit a simple pre-landing
checklist to memory and carry out each action as second nature - it
WILL save your life one day. Don't mess with abbreviations!

MQD


--
mqd_117.3
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mqd_117.3 wrote in message ...

Abbreviated checks means abbreviated life!

What about blindly following checklists? For example :

snip

Mixture - rich

Try this at a 7,000 ft. MSL on a warm summer day and you'll be
disappointed in what happens when you advance the throttle to go
around.

I am on a personal crusade to get pilots to change this item to :

Mixture - set appropriately

John Galban=====N4BQ (PA28-180)

Mixture - set appropriately

Mure useful is sometihng like:

Mixture - rich below 5000

Jose

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(for Email, make the obvious changes in my address)

(Teacherjh) wrote in message ...
Mixture - set appropriately

Mure useful is sometihng like:

Mixture - rich below 5000

That's the problem I was trying to point out. Is the average pilot
reading that going to interpret it as 5000 ft. MSL? Probably. It
also doesn't tell you what to do above 5000.

I often fly to an airport that sits at 4,600 ft. It is also common
for OATs to be 100 - 110F or in summer. Full rich would definitely be
a bad idea at that density altitude.

I think it's important for the pilot to understand the effect of
mixture at higher density altitudes and be able to set it
appropriately, rather than blindly following a checklist instruction.
There's no single instruction that will be applicable in all
situations.

John Galban=====N4BQ (PA28-180)