Dear pilots,
how do you handle your checklists? Do you use the checklists provided by the operator/ flying club or the checklists from the manual?

Reason for my question: I once again read the DA20 manual and noticed that the club's checklist skipped some points.

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The operator's checklist is the one to use. They have experience with their type of operation, regional regulations, weather phenomena, destinations, etc.

Not sticking to the official club's checklist and procedures could also put the insurance at risk.

If you would like to improve the procedures used, may I suggest to discuss them with your club? They should be happy to get some input although changes are often a long term project.

Apart from the official paper checklist:
Nobody holds you back if you add those omitted items to your own flows. A lot of people use acronyms to expand checks at specific trigger points.

@sophie In the U.S., the checklist in POH is the one to use. At a certain date in 1970s, POH became attached to the airplane and ultimate authority. I have a 1969 airplane, which did not came with POH or even AFM from the factory, so in theory I'm free to invent my own checklist. I saw it done for antiques and older airplanes. Owners often provide those checklists. My checklist is made out of the one available in the factory manual (which is not assigned to a particular airplane in my case, only to model).

@avia Hey Pete, thank you for your insight. Sounds a litte bit different compared to how we do it in Europe.

In Europe, nearly every flying club has their own checklists. Which, sometimes, is a litte bit confusing.

@sophie The source of the checklist is secondary, IMHO. I think the main point is a habit of consistent usage of checklist, staying disciplined and vigilant. In the video you linked previously, I don't mind the little IMC he had, considering that he was above the minimal safe altitude. But not using a checklist was a problem. A professional can remember all of it (as demonstrated), but he cannot guarantee 100% adherence. That is why professionals managed to take off in Gulfstream IV with gust lock in place:
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