cjpilot710(at)aol.com
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 Posted: Sun Jan 08, 2006 8:09 pm Post subject: check list |
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����I have a somewhat jaundice eye about check lists.� There have been some very good experience pilots killed by them.� One crew at PAA died because the Boeing/FAA/PAA approve�'cockpit smoke removal' check list was back-ass-wards.� They followed it to the T.� The cockpit voice recorder and switch positions proved it.� Witness�saw smoke coming from the cockpit sliding windows (part of the check list) just at 200' off the runway when she pitched down, rolled and went in.� This BOS accident was the start of the whole Hasmat control system in the airline industry.�
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����There was period when flight crews were very knowledgeable about their systems.� Even as a copilot I was expected to draw simple schematics with major components of every system on the 707.��We were required to memorize the numbers not just making sure the needles were "in the green arch".� But we learned a�few "tricks" that were not in the books.� My personal favorite, was the early radars.� All these babies gave you a green blob where the nasty rain was.� There was a gain knob on it that you could fiddle with to maybe pick out the really nasty stuff from the return.� But one trick we used it for had nothing to do with weather.� By using the tilt feature and the gain knob, you could�actually get�the Doppler shift on the return (You needed a fine eye to pick it out on the CRT)�and find the aircraft's drift.� This perfect "drift meter" however was only good over land.
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����But I digress.� You can take 5 pilots that fly the same airplane - put them in 5 separate rooms and ask them to make up a check list for that airplane.� When they are done, you will have 5 different check list.� Yes a lot of the same items will be on them but no 2 of them will be the same nor in the same order.� When I went from PAA to UAL in 1986 PAA was operating 45+ 747-100s.� UAL had 13.� Having to get "Unitedzised", I had to get my Flight Engineers ticket.� I became VERY familiar with UAL check list for the 747-100.� They were terrible!� Flat out dangerous!� If you had 2 of the 4 hydraulic systems in op, you were likely trying to cross reference�NINE (9)�pages of checklists on your table.� At PAA there was�one page and it incorporated the normal checklist items also.� I ended up (after my flight check) "stealing" a set of abnormal lists from PAA to carry in my flight bag.� Was just too easy to screw up using UAL's checklist.
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����A system I use is a�flow pattern.� Some call it "cockpit wipe out".� You start at one point in the cockpit and used a flow pattern to check each and every knob, gage and switch.� We used this technics at UAL on every airplane and would read a checklist to make sure the items were done and each of us were on the "same page".� For me, on the CJ, I start at the rear left cockpit at the main air valve�and start forward.� I end on the right rear side at the primer.� I do this before start, after mag check before takeoff.� I do it in cruise and TOD. After I've put the gear down and finally after shutting down�the engine.� The emergency check list is mostly in my head BUT I have a miniaturized�copy in the cockpit.�
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A lot of emergency checklist are "to do" lists.� You must do things in a certain order at a given time.� The more complicated the airplane the more need of a list.� However� - when I checked out on the 777, I found that for takeoff you only needed to check the overhead panel.�
No lights, you're good to go.�
See a light?�
Press the light.�
Light went out?� Yes.� Your good to go.�
If it didn't, you pressed it again.�
If it still stays on - that's not good.�
Go back to the gate.
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God, I loved the 777.� I loved the 747-400 more.� It paid more.� 
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Your best bet in an emergency is your through knowledge of your airplane's systems.� Knowing the emergency procedures by heart becomes easier if you know the systems.� The check list can be a guide IF you have time to use it.� But don't take anyone's word that your only salvation is a check list.� The UAL Sioux City DC-10 crash is a perfect example.� There was no checklist to cover�their problem.� They made do with what they knew.� The out come wasn't perfect but considering what could have happened,�- - twerp not bad.� Remember fly the airplane - fly the airplane - fly the airplane.
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Jim "Pappy" Goolsby
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