Callouts, Flow Patterns, Checklists
Early on in my flying career, I didn’t rely much on printed checklists. I just didn’t appreciate their importance in small, single-engine airplanes. That was a mistake on my part. There weren’t many things to remember, and most everything was covered in the mental checklist I had committed to memory: GUMPPS.
G for GAS. Fuel Selector properly set to the fullest tank.
U for UNDERCARRIAGE. Landing gear DOWN and locked.
M for MIXTURE. Rich unless landing at high density altitude airports.
P for PROPELLOR Prop control HIGH RPM (Constant Speed Prop) High RPM
PUMPS for Fuel and Hydraulic pumps ON.
S for SEAT BELTS. Fasten and snug.
For good measure, I included a “Last Chance Glance” on short final to make certain the gear was down and locked.
It worked fine, but it was sloppy. What I should have done was use GUMPPS as a flow pattern, something to get the job done, and then followed up with the printed checklists and a “Last Chance Glance” as confirmation. Just as important, maybe even more so, is the use of a pre-takeoff checklist.
As I got further into my career, flying more complex airplanes, there was more emphasis placed on the use of checklists. It wasn’t just a good idea. It was a necessity. The best way of getting things accomplished was to utilize a flow pattern, doing everything in a well-choreographed order, then following up with the checklist. As opposed to using the checklist as a “do list”, performing each individual task one at a time solely by reference to the checklist.
Sight variations exist from one aircraft type, from one airline or flight department to another, but it generally goes something like this:
It usually begins with a standard callout by the non-flying pilot. Something like, “Glide Slope Alive” followed by the flying pilot saying “Roger. Gear down, Flaps 20, Before landing checklist. The non-flying pilot would place the gear handle in the down position, then select flaps to the commanded 20 degree position as a part of the flow pattern, and then refer to the challenge/response checklist. “Before Landing Checklist … Landing gear?” / “Down. Three green.” Followed by “Flaps 20 set. Glide Slope Captured Flight Directors and Autopilot.”/ “Roger. Flaps 30. Set Missed Approach Altitude.”
The non-flying pilot selects Flaps 30, resets the altitude selector to established missed approach altitude, then continues with the checklist. “Missed approach altitude set. Flaps 30. Before Landing Checklist complete.”
For a single-pilot operation of a light to medium aircraft, there are of course no callouts, and it can be a bit harder to utilize checklists while simultaneously flying the airplane, getting ATIS, preparing for the approach, and working the communications radios with ATC. And yet, for this very reason, it is critical that one does practice checklist discipline.
My advice to any new pilot is to get into the habit of using your checklists, no matter how simple and easy your airplane is to fly. At the very least, use your pre-takeoff checklist prior to departure and the GUMPPS followed up by your checklist and a “Last Chance Glance” for landing.
You can and will make modifications to the way you do things, depending upon the airplanes you fly and who you fly for, but keep in mind the habits you establish now will be the foundation for all you do throughout your career.