AAR90 From United States of America, joined Jan 2000, 3437 posts, RR: 49 Reply 2, posted (10 years 8 months 2 weeks 6 days 11 hours ago) and read 3236 times:
AA's 737 fleet Normal Procedures checklists [with subsections listed]:
a) Before Starting Engines
-10 minutes prior to departure
-Prior to engine start/pushback
-When cleared to start engines
b) After Starting Engines
-single engine taxi (if required)
d) Before Takeoff (mechanical checklist built into cockpit)
e) After Takeoff - Climb
h) Before Landing (mechanical checklist built into cockpit)
i) After Landing - Taxi
- when clear of runway
- two minutes prior to gate arrival
- single engine taxi
- overnight terminations
-after all pax have deplanned
*NO CARRIER* -- A Naval Aviator's worst nightmare!
CPH-R From Denmark, joined May 2001, 5870 posts, RR: 3 Reply 5, posted (10 years 8 months 2 weeks 6 days 7 hours ago) and read 3155 times:
AFAIK, the 777 has an small screen just above the FMC, which can be used to display a checklist. Some of the items will then be checked by the aircraft it self, and some of them will have to be confirmed by the NFP.
XFSUgimpLB41X From United States of America, joined Aug 2000, 4106 posts, RR: 38 Reply 6, posted (10 years 8 months 2 weeks 6 days 6 hours ago) and read 3149 times:
Northwest configures their normal ops checklist in the following manner for all aircraft- remember various flow patterns are completed to configure the airplane before this, these are checklists, not do lists.
Rick767 From United Kingdom, joined Jan 2000, 2662 posts, RR: 52 Reply 7, posted (10 years 8 months 2 weeks 6 days 4 hours ago) and read 3123 times:
"remember various flow patterns are completed to configure the airplane before this, these are checklists, not do lists"
That is very correct. It is really important to differentiate between the procedure and the checklist. This is something GA pilots on single pilot aircraft will perhaps be less accustomed to.
Our SOPs detail this "operational philosophy" as such:
"The philosophy is that normal procedures are accomplished by recall and that their action is confirmed by checklist. It is not necessary to call for a checklist to initiate a procedure.
For example, the Before Take-off procedure can be commenced by the non-handling pilot as the aircraft approaches the runway with a clearance to "Line Up" or "Take-off". He or she does not need to wait for the handling pilot to call for the procedure or checklist to carry out the actions. In this case at a suitable time prior to takeoff the handling pilot will call for the "Before Take-off checklist" and confirm that all the actions have been carried out.
Likewise after landing the non-handling pilot will accomplish the "After Landing Procedure" by recall once the aircraft has vacated the runway and any necessary R/T calls have been made. It is not necessary for the handling pilot to call for the procedure or to signal for it by moving the speedbrake level, or by any other means."
We do have some checklists which require the more GA-style "read-and-do" method, like items from the QRH for handling non-normal procedures. In this case it is common for us to complete some items by recall (so called "memory items") then continue the diagnosis by checklist in a read-and-do fashion.
I used to love the smell of Jet-A in the morning...
AAR90 From United States of America, joined Jan 2000, 3437 posts, RR: 49 Reply 8, posted (10 years 8 months 2 weeks 6 days 4 hours ago) and read 3123 times:
What does it meen with "mechanical checklist built into cockpit"?
I believe AA is one of the few (if only) airlines that installs a mechanical checklist into the cockpit panel of all of its aircraft. Only the most important items --the Before Takeoff & Before Landing checklists-- are contained on this mechanical device. No matter what you forget to do anywhere/anytime, if you accomplish these checklists the plane will safely takeoff, fly and land [you might not know where you're going, but it will operate safely]
The old B727 & DC10 checklist was a simple device with the two checklist items listed vertically side-by-side; Takeoff checklist on the left, Landing checklist on the right. A black bar slid in a track so that the bar would always cover either the Takeoff item or Landing item in its respective slot. The Flight Engineer "ran" the checklists and I can not recall a single flight during my one year as FE where the Captain did not glance over his right shoulder just prior to Takeoff roll or at ~500'agl to verify checklist completion.
The newer planes (MD80 & later) have lighted items (again in pairs of Takeoff & Landing checklists) so that when an item is completed a pilot flips its respective switch and the item name goes blank and a blue light illuminates indicating item completion. When all items are complete the mechanical checklist shows (one or) two rows of blue lights only [no words visible].
The B757/767 Mechanical Checklist is located just to the right of the Landing Gear Handle.
The nicest feature of using the mechanical checklists is that one can perform the items out of sequence (if permitted) and have a quick, easy and reliable method of determining what has not been completed. I too have taken up the habit of glancing at the mechanical checklist to ensure all items are complete prior to takeoff roll or final phase of approach/landing. The mechanical checklists have ensured I have never taken-off or landed with an improperly configured aircraft [at least not yet] during the past 15+ years.
*NO CARRIER* -- A Naval Aviator's worst nightmare!
B747skipper From , joined Dec 1969, posts, RR: Reply 9, posted (10 years 8 months 2 weeks 5 days 23 hours ago) and read 3061 times:
Obviously - observing a checklist is a MUST as a tool to safety...
A recommendation, based on years of experience as line pilot and instructor - Any time you line-up a jet for takeoff, here are the "3 KILLERS" that you may have (shall we say) "disregarded" for various reasons...
1. TRIM SET
2. FLAPS (L.E. and T.E.) SET
3. SPOILERS (or speedbrakes) SET
Twice in my career, I lined-up an airplane with "checklists completed" - yet the flaps were... UP - (because we taxied in ice and snow) - if the takeoff warning horn did not operate, could have meant a disaster...
The "3 KILLERS" check works for any type of jet transport aircraft... you may forget your lights, your cabin warning, your ignition... and other items, but chances it will not prevent you to get in the air... while the 3 KILLERS will...
Fly safe - happy contrails
Ben From Switzerland, joined Aug 1999, 1391 posts, RR: 51 Reply 12, posted (10 years 8 months 2 weeks 5 days 16 hours ago) and read 3012 times:
Most Russian/Soviet aircraft have what you call Mechanical Checklists. I was told that Russian pilots call them "Check Boards" because they are not on the instrument panel, but are handheld boards. They're stowed in the pocket behind each of the pilot's seats (on the Tu-154).
Goboeing From United States of America, joined Jun 2000, 2663 posts, RR: 15 Reply 14, posted (10 years 8 months 2 weeks 5 days 9 hours ago) and read 2967 times:
...and the funny thing is for Jetguy's post, it says "Abbreviated Procedures"! However, I printed out a full 777 checklist and it took 19 pages at about 10pt font, every line used. This was of course, every single item including initialization and complete shutdown and also the walkaround inspection. Thanks Jetguy! Time for some G200 training in flight simulator now!
AmeriCam From United States of America, joined Dec 2002, 29 posts, RR: 1 Reply 15, posted (10 years 8 months 1 week 5 days 4 hours ago) and read 2778 times:
Even some small airplanes have fairly sizeable checklists... at my Part 141 school we have standard flows, with PF/PNF (CRM) responsiblilities...
Interior Preflight (Do List)
Exterior Preflight (Do List)
Before Start (Flow)
Engine Start (Cold, Hot, Flooded, EPU) (Do List)
After Engine Start (Flow)
Before Taxi (Flow)
Runup (Do List)
Before Takeoff (Flow)
Before Landing (Flow)
After Landing (Flow)
Shutdown (Do List)
Postflight (Do List)
In CRM situations, the difference between a Flow and a Do List, is that during a Flow, the PF (pilot flying) will go through the memorized flow (checklist), and then the PNF (pilot not flying) will go through checklist orally challenging if the checklist was completed thoroughly, with the PF responding. The Do Lists are not to be memorized but to be done right off the checklist. I.E. Our shutdown checklist (a Do List) would sound like this...
Avt007 From Canada, joined Jul 2000, 2132 posts, RR: 5 Reply 18, posted (10 years 8 months 1 week 4 days 6 hours ago) and read 2735 times:
Now for a maintenance standpoint- we received an engineers checklist/SOP book that would fit in a shirt pocket. For the Dash8, there is 13 external steps on the walkaround, 45 cockpit checks prior to start, 12 engine start steps, 9 pre taxi checks, and 7 engine shutdown steps. Plus all the emergency procedures, and how to do common run tasks, prop governing, etc.
It was a well written book, and basically if you screwed up while in control of the aircraft, you had no excuse. The procedures were there. Follow them, and all is well Short cut a procedure, and you might cut short your career!