4 thoughts on “FAA’s Checklist Warning Makes Sense, Except That It Doesn’t

  1. Not too helpful. The FAA’s intention is certainly commendable. AOPA’s response is likewise. But, did either one really provide any guidance as to how a checklist is developed or where source data for properly making up a checklist can be found. Nope. The aircraft mfg spends a good deal of time making sure their POH’s and AFM’s are as clear and simple as possible before giving them to their Legal folks to bless. Us mortals would do well not to screw with them. However, with the number of acft we have flying which have been modified with this engine or, that modification, it is understandable that POH’s & AFM’s procedures may be altered significantly. So everyone needs to know the consequences of a poorly constructed checklist. Because if the fans stops the legal-beagles will get the scent.

  2. Would be interesting (if it doesn’t exist yet) that in the digital cokpits that there were emergency lists available at the touch of a button and the pilots could cicle them when finish each stage of flying, like taxiing, taking off, climbing, cruising, etc.

  3. The failure involved a Piper Comanche, and low time pilot with unfamiliar instructor, who disconnected the gear transmission and then tried to reconnect it. That is noted as not permitted in Piper list, but aftermarket list did not mention prohibition. Comanches must be on jacks to re-rig gear after transmission disconnect, and re-connect in flight led to collapse on landing.. Very good advice to know mfr warnings and prohibitions…

  4. Great point, John. Especially with complex aircraft and especially with older, complex aircraft, the manufacturer’s checklist covers exactly these kinds of oddball operating procedures and does and dont’s. The placards, as the FAA pointed out, often do likewise.

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