What is the correct procedure for using a checklist. I know this would seem rather simple but in using SCombo I think I am doing it backwards.My process is to use the checklist to set/check/confirm the item. SCombo seems to expect it to already be done and then use the checklist as confirmation it is completed.If you can shed any light on this it would be greatly appreciated.Mark.

i guess the idea is to make sure you haven't forgotten anything. early on i was using your method one: read from list and do. now i do whole sequences from memory and later glance over the checklist to make sure i did everything. but that's sunday buzzing in a 172. commercial bus drivers probably have regulations. something in the FARs/CARs? employer rules and practices?

of course, "whole sequences" does not mean "everything" :) just chunks here and there. ultimately, life depends on it, so method one rules... at least for this chicken :)

5 years in, and I still use checklists on standard GA trainers. It's not macho, but its safe.Have recently trained up taildraggers at a club where checklists were pretty much ignored. Old taildraggers have simple systems, so you can get away with TMPFICH.T - Trim, Throttle Friction Nut, Throttle SetM - Master On, Mags Both, Mixture RichP - Power Check, Pitot Heat, Prop lever (if you've got one)F - Flaps Set, Fuel on Fullest, Fuses InI - Instruments Set, D.I., QNHC - Controls Full and Free MovementH - Hatches Closed, Harnesses TightI don't have a mnemonic for the power check, just remember it from training:RPM to 1700 for C152, 2000 for PA28/C172Mag Check (left, then right) - drop of no more than 175 RPMCarb Heat check - drop of no more than 100 RPMTs & Ps - ie check oil temperature and pressure in the greenRPM to idle - about 500 RPMThen back to normal (c 1000, 1200 RPM)Hope this helpsRichard

The correct procedure for using a check list is one step at a time, from #1 on the list to the last item on the list. If you own your own plane and are the only pilot you might get away with an abreviated list. I fly C172N, C172S or PA28-180 rented from a local FBO. Each of these ac have different check lists. The start up procedures are different in each aircraft as well. Without the proper use of the checklist you might not get the plane started. On your roll down the runway on take off you might find yourself a little low on power due to a mechanical pump failure that could have been discovered in the run-up. Some planes need the boost pump on for take off and landing and a run-up with proper checklist use would/might have discovered a difference in power between the electric fuel pump on and electric fuel pump off.Also, after landing a high wing aircraft with crossover vents between the wing tanks the fuel selector switch needs to be set to left or right and not left in the both position (C172's). Otherwise the next pilot might find himself a little low on fuel. When the check list is left out these things can be missed.Hope this helps :)

Hey Mark. The way we utilize the checklist on the Boeing; is to complete our cockpit "flow". Then we back up our "flow" with the checklist. For instance, the F/O has several areas of the panel he/she checks; and the Captain will have his/her areas as well. When all is said and done; the complete cockpit should be set up, and all the switches in the appropriate positions. You then utilize the checklist as the backup to ensure this was done. Hope this helps.Best,Dave

In addition to the valuable real life examples Mark the following excerpt from the Ready for Pushback 747-200, which uses S-Combo, may help.The the 742 RfP documents are checklists and they take you through each check and tell you how to complete that check.When you have completed each section of the check list the instructions are "Now run the S-Combo (Pre Start) checklist.So it would seem that you action the checklists section then use S-Combo to check you have actually carried out the actions.HTH

Thanks for all of the replies, this really helps to clarify it.regards,Mark.