Checklists for Active Taxiways

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Bob Turner

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We have a Decathlon that generally takes a half hour to get underway from the time the towbar is removed to brake release. It has not caused me any serious delay, although I can foresee problems - but the taxiway leads to several corporate jet and turboprop hangars so it could become a problem for some folks. It did delay a T-34 for five minutes a couple days ago.

I decided that maybe I was not cutting enough slack for avid checklist users, so I timed myself using the honest-to-God AFM checklist for my aircraft - a 1977 version with the 180 hp engine. Page 17.

Five and a half minutes from removing the towbar, to brake release. That included checking oil and dipping fuel, a walk-around (not using the POH checklist, which could take a while), fastening myself in with no fewer than seven straps, and reading the AFM checklist to make sure I remembered to turn the mags on and press the starter button. It even tells me to release the starter button after engine start.

There are five items in the pre-start checklist, including some pretty good ideas - seat belts, fuel, radios. Fifteen seconds with the page in my lap. Then, for engine start there are nine items, the most important of which are to check outside for stray puppies, and check the oil pressure after you read the part about releasing the start button.

30 seconds of reading and answering, given that I released the starter button before I read that item and answered it. Sort of a combination checklist and "do-list."

I did time the J3 prior to that - it took me eight minutes from releasing the towbar to releasing the brakes for taxi. A little longer than the Decathlon, but then I did have a discussion of pattern altitudes with a neighbor in the middle of my walk-around. I did not time that, but after a few minutes I grabbed my jacket and jumped in - I wanted to fly.

The Decathlon has a POH, which is different. Pages 3-6 and 3-7 have the checklists - seven items before start, including closing the door, putting seatbelts on, and setting the brakes. All good ideas - two more than the AFM.

Then there is a 20 item "do-list" for engine start. I did not have the POH with me, since it is not required - but might try it out later, for timing. The starting checklist asks you to make sure you put your seat belt on, and close the door - so I sense a bit of redundancy here. But hey, if you don't get it right the first time, be sure to have a second checklist to check your first one. I suspect it might take a minute to go through all 20, including the one that tells you you have to release the brakes to taxi,
so let's say it takes a full minute from start to finish, with one finger on the checklist while you are turning the mags on and pressing the start button with the other hand.

None of this adds up to more than ten minutes blocking the alley.
 
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Cut the guy a break Bob. It takes time to get a phone, 2 iPads and 3 GoPros going. You wouldn't want someone to get lost would you? Of course I'm kidding, Decathlon pilots don't need 2 iPads ;-)

Really though, if this person doesn't fly regularly that is probably some of it. He shouldn't rush through things if that's what it is. He is probably aware enough to move if he's holding up someone. After all, he is flying a fine aircraft so he can't be that bad. Another thought is he is waiting for the oil temp to rise or similar. Don't know.

Akin to a noisy aircraft (jet/turboprop) starting up just outside the door of the FBO and then getting, ATIS, CLX, coffee, etc. Annoying. APUs can be noisy but not much of a way around that.
 
Yes. We used to have a Conquest do that in the same area. Fifteen minutes from startup to brake release. Garretts are the world's noisiest devices.

No, these guys were holding ground school while parked in the middle, were aware that they were holding up inbound traffic, and still did not push the start button. One was a CFI.
 
Hey Bob, Here's a possible explanation for the starter-button-releasing checklist item;

A few years ago there was a flight school at KRYN that taught mostly Chinese students. I got acquainted with a couple of the instructors and was entertained by their stories.

It seemed that some of the Chinese flight students had never driven a car and knew almost nothing about mechanical stuff. They flew strictly by check lists. At the flight school, they had to replace the ring gears on a couple of their yellow Bonanzas. Some of the students were taxiing with the starter engaged. Adding "Release the key when the engine starts." to the checklist solved the problem.
 
Yes, Garrett's are terribly noisy. In my youth I flew Conquests, Aero Commanders and a B100. The Garrett salute is when the line guy covers both ears. I tried then (noise) and still do (noise, thrust) to limit time prior to moving with engines running.

Our little airplanes aren't terribly noisy but still, holding up someone, or sitting there with a prop spinning,,,,,

Since we're on beefs, when did everyone start taxiing around with all the lights on? We call the local run-up pad the light check area. Nav, beacon, strobes and landing lights are all on during taxi around here. Most of these folks are airline bound so that will fix itself but others are watching and doing the same thing.

I've been away from small GA for a bit so this may have changed. One of our guys says it's a reg about strobes on if you don't have a beacon. Maybe, but very annoying at night.
 
I always maintain that master, mags, and depressing the start button should never be on a checklist.

My reason? If you forget even one of those things you (and I) are way safer, since you will remain on the ground for the foreseeable future.

Edit: yeah, taxiing with strobes on is a pet peeve. Seems mandated for flight schools, although the regs have a loophole.
Do that at an air carrier airport and you will suffer great opprobrium.
 
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