Page 24 - April 23

during the first flight of every day? I am quite certain that some angry feathers will be raised by my answer, but here goes: I don’t think that running the complete set of checklist steps is important at all.
There are two reasons why I take this unusual position: first, King Air systems are quite reliable and robust. How often does the overspeed governor fail to test properly? How often does autofeather not function perfectly during its test? How often does a propeller not manually feather correctly? In my experience, the answer to all these questions is, “Almost never.”
The second reason for my suggesting that every day running of the entire checklist is rather unimportant is this: ANY system can fail at ANY time. Just because autofeather functioned properly in the test completed five minutes ago, will it work if we experience an engine failure on THIS departure? How about flaps? If they cycled properly down and up in the run-up area, will they always extend/retract properly on the next landing/go around? That loose ground wire can totally disconnect whenever it “decides” to do so. That solenoid-operated oil dump on the overspeed governor, necessary for autofeather, can fail to function at any time.
So as for me, the complete, thorough running of all system checks is not normally a first-flight-of-the-day procedure that I will be doing. But, realizing that systems can fail – even though the failures are quite rare – we should not relegate the “full” DOlists to maintenance procedures only. How’s this for the procedure? Namely, do ALL the checks no less than once every 25, or so, flight hours. In that much flight time, there will probably be one or more deadhead legs without passengers. That’s the time to do all the system checks. Taxi to the run-up area and take the time required to do it all.
Yes, this means that a somewhat important system – such as autofeather – may be compromised for some time without being discovered. However, as I contended before, the chance of this is very rare.
Also realize that an educated, experienced, sharp pilot will pick up on many discrepancies during routine operation. “Hmmm, the left autofeather annunciator did not illuminate as I added power. I will easily abort this takeoff now at a mere 60 knots or so.” Or, “Well look there – the differential pressure is holding at about 3.6 psid as I pass 15,000 feet and the cabin is climbing much faster than normal. We have a pressurization problem.” Or, “Dang! The flaps stayed at approach after I put the handle all the way down.”
Not realizing that a system is compromised is very unlikely to pose a serious threat to flight safety. Running out of fuel, misreading an instrument approach procedure and thereby descending too soon, penetrating a violent thunderstorm, experienced Power Lever Migration (PLM) because you failed to tighten the friction knobs sufficiently ... these mistakes are much more critical than an overspeed governor not testing correctly!
The Short Checklist
Surprisingly, I am going to advocate that another checklist is greatly important for day-to-day operation: A very short, homemade one that covers the most important items that must be accomplished on every flight. I call this the “short checklist.” If it is not quite short, I guarantee that it will not really be used. Looked at? Sure. But truly acting to correct missed items? Not if it is used too casually or quickly.
On the opposite page is the one I use in LJ-1190, the 1988 C90A that I have flown and managed for many years. It fits on one 3.5-inch x 11-inch piece of paper (front and back) cut from the original 8.5 x 11 sheet after being printed on both sides and then laminated. The cockpit has two copies – one for each pilot. We always fly this airplane with a crew of two, so the PF (Pilot Flying) usually keeps his copy in the side pocket and the PNF (Pilot Not Flying) has his copy in a clip on the shaft of his control wheel. The “Before Starting” checklist and the “engine start procedure” itself are usually done by the left-seat pilot alone. Then the call for the “After Starting” checklist is made by the PF.
We do not insist on a challenge-response procedure when executing the checklist. The PNF can almost always see all the cockpit switches (although it may take some gymnastics to see the ones on the pilot’s left subpanel) so if he/she can verify that a step has been completed then he/she is not required to make a verbal challenge and receive a verbal response. But we insist that each checklist section be verbally called for by the PF and then the PNF must state “After Start checklist complete,” when it is. (Of course, using the name of the actual checklist section that was just completed.)
The “After Takeoff” section is often not called for until well away from the departure airport. However, it is almost always completed by 5,000 feet or so above the airport.
“... another checklist is greatly important for day-to-day operation ... one that covers the most important items that must be accomplished on every flight.”
22 • KING AIR MAGAZINE
APRIL 2023