A while ago, I found some supposedly authentic Boeing training materials (at least they highly resemble the paper version of the PMDG B747 FCOM I purchased) online. Because I seek realism, I am now using the normal checklists described in the QRH with the PMDG B747 in FSX.

 

However, the sequencing of some checklist items seems illogical. I would appreciate some thoughts as to whether I am correct and why the items may be sequenced the way they are. If I misinterpret anything, please let me know and explain. (Even though I am using the B747 checklists in the following examples, what I am referring to applies to other QRH normal checklists as well.)

 

Some relevant excerpts from the B747 QRH normal checklists are shown below with some comments/questions, which some of you may find slightly nitpicky:

 

Before Start:

Flight deck door . . . Closed and locked

Passenger signs . . . ___

MCP . . . V2___, HDG___, ALT___

Takeoff speeds . . . V1___, VR___, V2___

CDU preflight . . . Completed

Trim . . . ___Units, 0, 0

Taxi and takeoff briefing . . . Completed

Beacon . . . BOTH

 

Wouldn’t it make more sense to complete the CDU preflight procedures before setting the MCP and verifying takeoff speeds? What about verifying all takeoff speeds before setting V2 in the MCP?

 

Landing:

Speedbrake . . . Armed

Landing gear . . . DOWN

Flaps . . . ___

 

Wouldn’t it make more sense to check the flaps before lowering the gear (theoretically so the aircraft has a smaller chance of losing speed and stalling) before arming the speed brakes?

 

Shutdown:

Hydraulic panel . . . Set

Fuel pumps . . . Off

Flaps . . . UP

Parking brake . . . ___

Fuel control switches . . . CUTOFF

Weather radar . . . Off

 

Wouldn’t it make more sense to determine whether the parking brake should be used before the other shutdown items are checked? What about checking the flaps before the hydraulic panel is altered?

 

As you can tell, I am highly interested in the details within these real training materials. I hope none of you are annoyed by my pickiness, and I thank you for your assistance.

 

Have a great new year!

Hi Owen,

 

I think you are missunderstanding the point of Checklists. Checklists are here to verify that some thing has been done before you even started with the checklist. The checklist is there to ensure you have done it at a point earlier.

Often they are sorted like things are placed in the plane. Like going from the upper overhead down to the lower overhead panel.

The thing it looks you are looking for seems to be a Flow (-Checklist) which states what to do when in an order which actually makes sense (extend flaps before extending gear, etc.).

 

It works like this in an airplane:

1) You know by hand what stands in the Flow-Checklist and do it (enter data in the FMC, calculate V-Speeds, etc.).

2) You verify that you have set the most essential things with the Checklist (make sure that V-Speeds have been calculated, etc.).

 

Best regards,

 

John

Checklists are here to verify that some thing has been done before you even started with the checklist. The checklist is there to ensure you have done it at a point earlier.

Often they are sorted like things are placed in the plane.

Thank you for the response. Actually, that makes a lot of sense, and I had previously considered the thought that they were optimized for physical flows. I do not rely on them as reminders to perform certain tasks (i.e., I have usually performed the actions before reading the checklist), but was viewing them from a perspective that favored logic. I'll wait for some more opinions.

John already outlined how things work. Basically you follow the procedures described in the Normal Procedures (/Amplified Procedures, if you will) in the FCOM. They will guide you through the typical setup during each flight phase and list every necessary step. Once you're finished with your items you'd call for the checklist. Of course that means you will perform the procedures from memory, and only afterwards check if you did everything right by reading the list.

 

The items to be performed and the checklists are usually designed in a flow-pattern, so they will be easier to memorize. A flow means you start at a certain point on the flight deck, then follow certain directions and perform actions on the way. For example during preflight you could start top left on the overhead working down its columns (in a sim environment, since you need to do both PF and PM duties here).

 

Also, there are certain times during flight when it's appropriate to read a checklist, say read BEFORE TAXI once startup is complete, read DESCENT right before commencing descent, read LANDING when passing a certain altitude AFE or the like.

 

On a side note things may be different for most abnormal procedures although there are memory items for critical failures. Say you have the classic engine fire or a rapid depressurization, then immediate steps are necessary to assure safety. These steps are followed by a dashed line in the QRH lists, and then (and only then) you will actually read the list and perform the remaining items, like reading a manual (ref. e. g. QRH CI.2). That's because there's simply too many failures and it would most likely very error-prone to have them all memorized.

 

These are the NG flows.

Landing:

Speedbrake . . . Armed

Landing gear . . . DOWN

Flaps . . . ___

 

Wouldn’t it make more sense to check the flaps before lowering the gear (theoretically so the aircraft has a smaller chance of losing speed and stalling) before arming the speed brakes?

 

 

As above, the Checklist items are usually done After all the events have already happened during the flows. One odd little exception to the rule is the Landing checklist. The landing Checklist is often called not long after the landing gear has been selected down. At this point the 747 is likley configured with the Vref speed based on a flap 25 or flap 30 landing, the gear is down and green, speedbrake is armed and flaps are at 20.

 

The landing checklist will then sound a bit like.

(PNF) Speedbrake

(PF) Armed

 

..(PNF) Landing Gear

(PF) Down (Green)

 

...(PNF) Flaps

(PF) Holding at Flap (current setting of flap)

(PNF) Landing Checklist Holding at Flap.

 

then later...

 

(PF) Set Flaps 30

(PNF) Flaps 30 Landing Flap 30, Landing checklist complete.

 

This way the landing checklist is "complete" but waiting on the final flap selection. Once the flap is at the landing flap, this item is completed and the checklist is officially closed.

 

I'v heard this on a couple of the worldairroutes videos and done it myself at worldflight.

 

If you have ever lowered flaps beyond Flap 20 in a 747 with the landing gear up, you will understand why flaps come after gear down in the checklist too .

If you have ever lowered flaps beyond Flap 20 in a 747 with the landing gear up, you will understand why flaps come after gear down in the checklist too .

Ah—yes. I forgot about this scenario because it rarely occurs in my simulator. Good point.

 

I guess I will have to re-revise my personal checklists and revert to the original sequencing of the QRH normal checklists. (I really find the original formatting/style to be difficult to read and inelegant). Perhaps I'll also add a few items I occasionally forget (or am paranoid of forgetting), such as ones involving lighting, the transponder, etc.

 

Thank you for all the input!