Flight Training - January 2015 - 36

the checklist is just that-a list used to confirm tasks
that have already been completed. As you get more
comfortable with the prestart process, for example,
you can go from following the list to completing a
flow. Starting at the lower pedestal of the 172, working up, to the right for flaps, and then left across the
circuit breakers, lights, and electrical takes about a
minute and easily completes the 17 items on the Start
checklist. Once you are comfortable with the tactic,
it's time to focus on the specifics.

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to speed things up. More important, it's a bit narrowminded for experienced pilots to operate this way.
Because it's impossible to train for everything that
can happen in an airplane, we instead focus on a set of
skills that we hope will cover all the potential issues.
Operating in a way that focuses on completing specific
tasks dictated by a checklist reveals a lack of broad
knowledge, and a lack of confidence. It also means the
pilot might be ill-equipped to handle a new problem.
A broad-picture approach is the better way. Here

1. GET THE WEATHER IN ADVANCE. Professional pilots get their weather and

clearance before starting the engine. Why can't you? With either a portable
radio or by simply turning on the electrical system, queue up the weather
in advance to save time on the engine. Especially when you first begin
your training, understanding the automated weather broadcast can
be confusing. Take away the pressure to do it quickly by doing it in
advance, writing it down, and then take the time to make sure you
fully understand the conditions, airport information, and-if there is
a control tower-what the controllers will expect of you.

2. BE SEATED IN SEQUENCE. Every airplane has its seating quirks. In a
Cessna, it's usually best to position the seat, then fasten the seatbelt, and
only then close the door. The door on a Piper usually can be closed first,
then the seatbelt fastened. Many Light Sport aircraft don't have moveable
seats, but are tight enough that the seatbelt should be positioned before the
door is closed. Whatever the situation, it can be frustrating to have to unbuckle,
open a door, change a seat position, and so on. The worst offense, of which we are all
guilty, is trying to start the engine with the key in your pocket. Avoid this by simply placing
it on the glareshield as soon as you unlock the pilot-side door.
3. BRIEF BEFORE. As you fly new passengers, plan to conduct the briefing before loading up. It's
easier to point out items when people have the freedom of movement. The exception is seatbelt
operation, which can wait until they get in, and which needs to happen before you start the engine.
4. CLEAN YOUR HOUSE. Get your charts, notepad, pencil, GPS, headset, radio-and whatever other
kit you carry on board-in place and ready to go before you even buckle up. The best way to set up
charts is in the order you'll use them. Have a taxi diagram if one is available, then move on to the first
leg of the sectional chart, and so on.
5. MEMORIZE THE EASY STUFF. The priming procedure isn't the only item on the 172 checklist

you should memorize. Do the same with the portion of the Before Takeoff list that happens while
the engine is at a high rpm. Often this includes items such as a magneto check, carburetor heat,
annunciator lights, and engine gauges. It's generally considered bad form to sit there with the
engine running hard for an extended period on the ground. It's loud, and it can be hard on the
airplane. Once you memorize these few items, you'll find that the rest of the list starts to come
together with flow patterns.

36 /

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Flight Training - January 2015

Table of Contents for the Digital Edition of Flight Training - January 2015