Sitt'n on the throne...
- Apr 1, 2004
- Total Time
- > enuf
Good advice.100LL... Again! said:The problem with most GA checklists is that they are more of a "How to fly the 172 for Dummies" than they are a true checklist.
One of our instructors once made a light twin checklist longer than flighsafety's King Air checklist. It was unbearable.
Checklists need to contain items that will kill you or damage the aircraft, and anything else that improves operational efficiency, without cluttering the above two items.
If you put too many items on a checklist, people will tend to miss the important ones or get halfway done, drop the gear and forget to finish the rest.
Sometimes the culprit is a nerdy CFI who is in LOVE with the idea of airline-style operations and makes a monster checklist that ends up generating .4 of taxi time minimum.
NEVER put airmanship items on a checklist. For example: Brakes - apply.
or: When landing is assured - power to idle.
If you need a checklists to tell you that, you don't need a checklist, you need dual.
A well done checklist will be concise. If you happen to be flying most SE trainers, it's really hard to see where you'd really need anything beyond "CIGAR" or any of it's variations. "GUMPS" adequately handles most landing checklists. Anything more complex that that probably accomplishes little and perhaps even is a detriment to safety. For example, running a long involved pre-landing checklist in an airplane where it isn't justified involves a lot of "heads down" time when you really should be looking outside.
In our operation, we use flows to perform the required checks and checklists to back up the flows. In other words, our check lists are not "To Do Lists", but rather backups to our various flows.