From the Private Pilot ACS:
Use of Checklists
Throughout the practical test, the applicant is evaluated on the use of an appropriate checklist.
Assessing proper checklist use depends upon the specific Task. In all cases, the evaluator should determine whether the applicant appropriately divides attention and uses proper visual scanning. In some situations, reading the actual checklist may be impractical or unsafe. In such cases, the evaluator should assess the applicant’s performance of published or recommended immediate action “memory” items along with his or her review of the appropriate checklist once conditions permit. In a single-pilot airplane, the applicant should demonstrate the crew resource management (CRM) principles described as single-pilot resource management (SRM). Proper use is dependent on the specific Task being evaluated. The situation may be such that the use of the checklist while accomplishing elements of an Objective would be either unsafe or impractical in a single-pilot operation. In this case, a review of the checklist after the elements have been accomplished is appropriate.
From the beginning, student pilots are taught to use “The Checklist.” Numerous accidents have been attributed to failure to follow checklists, and the FAA makes the use of checklists an emphasis area for practical exams. Additionally, the vast number of new private pilots are on their way to the airlines, where checklists are critical in sophisticated aircraft. Unfortunately, many students and pilots blindly follow the checklist without ever truly understanding the what, why and when of those action items. This is why checklists can be controversial, though checklist usage is always agreed upon. Let’s examine this concept.
As an instructor, I personally teach the concept of Flows and then Checklist. The first rule is that checklists are not “to do” lists. They are the bare minimums to safely operate the aircraft in that stage of flight. There are items you do in your flows that are not on your checklist. For a 172, that flow begins on the floor at the fuel selector, up to the trim wheel, then over to the lower right of the panel, then work to the left in a clockwise motion. In this flow, the pilot makes adjustments per the stage of flight then double checks that the critical items are completed with the checklist. The concept of flows and then checklist require the pilot to understand the necessary configurations for the stage of flight and make pilot in command decisions.
Let’s examine two cases where published checklists and procedures are incorrect or misunderstood. The first comes from early model Piper Cherokees. The owner’s manual is very rudimentary. In the detail description for landing, the use of carb heat was not recommended. The logic was pilots would need all the power for a go around. Unfortunately, there were numerous accidents in the pattern where engines failed. Conventional wisdom stated that carb heat should be used, though it is not on the official checklist.
The second example is the pre-flight walk around for the Cessna 172 (M-N models). The first tank to be sumped is the right, then the fuel strainer, then the left tank. If a pilot just blindly follows the official checklist, there is the possibility that when the fuel strainer is pulled in the engine compartment, any water in the left tank could be pulled into the fuel system where it cannot be sumped. There is the possibility that during takeoff, water could be ingested and an engine failure could occur.
Let’s now examine how a flow corrects these issues. When I preflight an aircraft I check fluids first. I sump the left, the right, the low point and then finally the fuel strainer. Then I grab the checklist and do the walk around. Now, I personally believe that Cessna thought that pilots would realize that they needed to set the fuel selector switch to only one tank (the one that would be sumped first), as recommended for fueling. This simple step would then eliminate the chance of water being pulled down the system.
In Five Things to Change in Your Pilot Training, checklists are discussed. The recommendation is student pilots need to have a copy of the checklist and a picture of the interior of their aircraft and practice their flows and checklist usage. Additionally, pilots need to understand the what, why, how and when of the checklist and to begin integrating flows. For example, emergency procedures need to be set to memory. Let’s examine engine failure in cruise flight. Pull the checklist first? NO! Aviate, Navigate then Communicate. To me, checklists are written communications. AVIATE: Best Glide NAVIGATE: Best Landing COMMUNICATE: Call out your flows: Fuel Set to both, mixture rich, throttle in, carb heat on, work the mags, radio call, then if above 1,000 feet pull out the checklist. This is also the ABCs: airspeed, best landing spot, checklist. But in actuality, the checklist is your flow.
As stated in the ACS, during Single Pilot Resource Management, in critical phases of flight such as operations in congested airspace, pilots eyes need to be outside, not head down reading: Fuel selector, trim for airspeed, mixture rich, throttle as required, carb on below the green arc, lights on for safety, seats belt, doors, windows and item secured…Pre Landing checklist complete.
Student pilots never appreciate when I tell them flying the airplane is easy, being the pilot in command is the challenge. So to be masterful as the pilot in command, first be a Pilot in the Classroom and start learning your Flows and Checklist.