PearlPilot

As I am nearing my IFR checkride, I am planning on preparing a checklist for my kneeboard. In the midst of the stresses of IFR training, I keep making mistakes that could easily end up in a failed checkride. I am sure the solution is to carry a checklist. I want to build something that has a wealth of vital information I can carry on my kneeboard. If I could laminate it and keep it handy, not only would I be a doing everything I am supposed to do, but I am also certain I won't forget to identify a VOR station or depresses the marker beacon switch in an ILS approach during a nervous checkride.

Prior to setting up for an approach:

A - Atis, R- Radios, T - Tune, I - Identify, C - Course

ALT - Altitude DH or missed approach.

The 6 Ts of course can also be helpful. Although it seems like something that shouldn't include in a checklist, I have actually forgotten to turn, time, etc. in the midst of being stressed out...

Anything else that you ladies and gents could add would be greatly appreciated.
Thanks!

N9373M

MG-FIAT

M - Missed Approach Instructions
G - Gyro slaved to whiskey compass
F - Frequencies, Got the right approach plate (airport and runway), verify freqs tuned in appropriate radios
I - In Bound heading dialed in
A - MDA/DH Altitude
T - Timing

I do this (outloud) multiple times, touching the plate or instrument as I go. Do it at least once prior to commencing the approach and then again (and again) whenever not doing anything - i.e. being vectored to the approach gate.

GUMP at the FAF, regardless if the wheels move or not
G - Gas on fullest tank, Boost pump on
U - undercarriage down
M - mixture rich
P - prop full forward


Good Luck - let us know how it goes. I find throwing up (not near or on the DPE) sometime prior to the checkride helps

minitour

Personally, I would just have a SIMPLE aircraft checklist with:

• Before Taxi (Avionics Power On, let the engine warm up, Run up, set configuration, bug speeds if you need to.)
• Taxi (Check brakes. Flight Instruments - monitoring for proper indication in turns. That is all...you should be spending 99.99999999% of your time heads up eyes outside while moving on the ground.)
• Before Takeoff (Flight controls free and correct, pitot heat on, transponder ALT and lights should suffice. Come up with a logical order for that stuff. Think of how your hand could flow. Does it go right to left? Transponder, lights, pitot heat? Maybe the other way. Pitot heat, lights, transponder? What works best for you?)
• After takeoff (Gear Up, Flaps Up, Landing Light Off. That's about it.)
• Cruise (Power, Mixtures, Monitor Fuel. That's it.)
• Approach (Brief Approach. Bug your speed again. I can't think of a whole lot more.)
• Before Landing (Gear down and locked. Brakes checked. Mixtures and props where you want them. Boost pump if it is called for in your airplane. That's it.)
• After Landing (Once clear of the runway... Lights, Pitot Heat, Transponder, Flaps. That's it.)
• Shutdown (Anything else you need to do after you land before you shut 'er down.)

All simple, one or two word items and simple responses. This isn't Cessna's "How to fly the 172" Checklist. This is a CHECK list. You've done something and now you're CHECKING to make sure you did the right stuff.

As for the IFR stuff, don't over-complicate this. Anything you need to do is right on the chart. Read it top to bottom, left to right. Jepp calls it the "Briefing Strip" and NOS/NACO seems to be moving towards that information presentation also. Go with it. You'll be surprised how much information is really on the chart.


What do I really need to know:

• Nav-Aid Frequency
• Inbound Courses (any turns?)
• Altitude at the top (FAF)
• Altitude at the bottom (MDA)
• Field Elevation or TDZE (I'll explain).
• What do I do if I miss? (First heading, first altitude normally cuts it).

In a pinch, I can fly the procedure with just that information...and I have. When I was using NOS charts at the last company, I can't tell you how many times in turbulence the book has fallen on the floor coming past the marker. Do the checklist, make the procedure simple, fly the plane, don't sweat the little stuff. If you have a yoke clip and the loose charts (or Jepps), that becomes a little less of a concern.

As for identifying stuff...

When you dial it in (reading it off of the chart), ID it right then. If you notice on the plan view there's a marker beacon, go ahead and hit the MB button. First thing you need to know is what the weather is doing. Fortunately, they get that right...ASOS/AWOS/ATIS is the first box on the chart. So you'll know what the wx is. At the bottom of the plate, it tells you what you need ("I need 1/2 mile vis and I have 3/4, so here we go..."). There's two different depictions for the Missed approach. If you don't like the pictures, read the text. Same thing.

One thing to try...don't just go along saying "Okay missed is straight ahead to 1800' then a right turn to the VOR at 2900' and hold."

Try... "Missed approach is runway heading to 1800' (and bug it), then a climbing right turn roughly a 320 heading at 2900' direct to the VOR and hold. Looks like a teardrop entry will work."

On your way down, keep reminding yourself.
"1000' to minimums, on LOC, on GS, Ref + ___, missed is runway heading to 1800'"

"...500' to minimums, on LOC, quarter dot high on GS, ref + ___, missed is runway heading to 1800'"

"Minimums, approach lights in sight, continuing to (TDZ or Field elevation +100'....that's why I want to know it). Missed is runway heading to 1800'"

"(TDZ + 100'), runway in sight. Landing."

-or-

"Minimums (or TDZ + 100'). Nothing in sight. Missed approach is runway heading to 1800'. Set maximum power (and from there do your go around procedure)....."

Try to keep it simple, and one last checkride specific tip. Pretend that the DPE isn't a pilot. He's never even been in an airplane. He's the hot chick you met at the bar last week. You're taking her to your summer place and your only concern is getting the plane down the approach safely so you can spend all week with her (and maybe 2-3 of her best friends, if that's what you need to really buy into the situation...whatever works for you). She doesn't know if you're 1/2 dot left of the LOC or ref + 8 or if you floated 300' down the runway. All she knows is that you got her there safely, so you obviously flew the procedure correctly and you're a skygod. Now "take (her) to bed or lose (her) forever."

Seriously. Try it. I live that fantasy every 6 months.

Get to it, man! We're all counting on you!

-mini

PS
TAKE YOUR TIME! The ride isn't a race. If you're holding and you just aren't happy with your preparation for the next approach, ask for another turn. That's perfectly acceptable. I did it on my ATP ride, in an interview and on my last 135 PC in the sim, too. No one ever cares. You're exercising good judgment and not rushing through things.

Now, three deep breaths and go get that chick to your summer place for a trip to headboard heaven!!! G'luck!

N9373M

This may or may not be a good idea for the check ride.

I print full page copies (AOPA member) of only the approach plates I need for a trip, but make sure I have 100% coverage within easy reach. I think it's good real world practice, but I can see the DPE saying, hey - destination just closed let's go to podunk regional and shoot the DME/Backcourse LDA to the field and watch with amusement as you try to rearrange and get set up.

The reasoning here is to de-clutter your workspace, but be able to get to all of the charts/plates/maps easily just in case. Less fumbling thru reams of paper and less chance of using the wrong approach plate.

YMMV

USMCFLYR

That was the S in GUMPS (as mentioned above) when I first learned that nmonic. Great post and great advice minitour.

73M - In my (oh so recent past cockpit), it is very good practice to copy what you need and have it handly because the cockpit was not very ergonomic (to say the least!)
It is ok to make copies of your planned divert(s) too. If it goes past that then you're having a pretty bad day in any case and having to dig into the nav bag for MORE charts is just going to be one more challenge.

USMCFLYR

rickair7777

BCC GUMPS

Brakes
Carb Heat
Cowl Flaps
Gas
Undercarriage
Mixture
Props
Switches (pump, lights, etc)

motormadness

I like the A,B,C format personally.

Atis
Brief approach (get your navaids in order)
Checklist

You can't really go wrong with this personally. Just remember to always do something. If you're flying around doing just about nothing then you'll eventually fall behind the airplane.

NoyGonnaDoIt

I agree. The simpler the better.

Jepp paid some big bucks to research how professional pilots brief approaches and came up with the Briefing Strip. It's so good, the FAA/NACO copied the concept. Follow the strip for the basics, review the notes for gotchas, look at the plan view for the extra navaids and overall situational awareness, check the profile view for details, and you should be good to go.

It's all right there in front of you.

I'm not a fan of mnemonics and acronyms. The real answer is SOP - find a way that works for you and do it the same way every time. Most of my mistakes come up when coming into my home base on an approach - it's so familiar that I neglect to follow my own SOP.

If you do develop your checklist, think of it as an interim solution. Make your checklist confirm to what you want to do as an SOP and it can ultimately act as a true "check" list to review to see whether you missed something after you already did the flow.

Cubdriver

I keep word docs with checklist acronyms that I tailor to the type of flying I am doing at the time. More than two or three, and it is time to make a custom cockpit card. I will often make a unique checklist for an individual airplane or type of flying and print it out whenever I go to that airplane. I am leery of checklists that I know will not be really followed or followed well, which can become the exact opposite of what was intended. It has been shown in accidents that checklists were followed to the last word in some cases yet the pilots did not do the items they read aloud and crashed. So beware of dead-brain checklist reading. If you are not ready for an approach when it arrives ask for a hold or something.

As for basic IFR briefing, I use MARTHA:

Missed approach
Atis and winds
Radios and Nav Frequencies- set and verify
Time on the approach; set timer to zero
Heading inbound
Altitude for DA or mins

AOPA had a short summary of the top 10 or so on its website a couple of months ago. If I find it I will link it here.

rev4life03

I always liked C.R.A.F.T for writing clearances.

Clearance
Route
Altitude
Frequency
Transponder