Checklists

[CallForProposals]

I'm relatively new to the whole aviation gig, and don't have any two-crew experience. But I've been wondering how a typical two-crew environment works with the checklist?

For the sake of simplicity, let's suppose a C172 was being flown two crew and the pilots were running through the pre-start checklist.

I know this isn't exact, but off the top of my head the beginning of the checklist goes something like this:

Mixture - Full Rich
Throttle - 1/4-1/2 Inch Open
Mags - Both
Etc, etc

So,
1) Who would call out the items?
2) Who would perform the items?
3) Is the checklist used as a reminder, or more of a "to-do" list.
4) What sort of response is called out after the items are completed?

I know this is all elementary stuff to most of you, but not for those among us who are still flying the little guys.

Thanks!

Also, I hear Air Canada is hiring again and prefers a degree. Are they going to want full transcripts, or just proof that the degree/diploma has been completed? (Let's just say that back in my university days, I was concentrating more on women than I was on class....I passed everything, but was just an average student, to slightly below. )

[oldtimer]

First some terms.
Captain is usually a title given to a pilot who is hired and payed as a Captain.
First Officer is the other person.
Aircraft Commander is a term used mostly by the military to designate who is the boss on the flight.
PIC is the Pilot in Command.
SIC is Second in Command.
PF(Pilot Flying) is the pilot actually manipulating the primary flight controls. May or may not be the Aircraft Commander or the Pilot in Command.
PNF(Pilot not Flying) is the pilot assisting the PF. Again can be either pilot sitting in either seat.
Left Seat pilot is the pilot sitting in the left seat. Usually used to designate actions that can only be completed by the the pilot sitting in the left seat. Opposite for right seat.
PF can occupy either seat, can be PIC or SIC.
This is the generally accepted practice in a two crew environment. The prefilight is usually done by the Fisrst Officer.(unless is is a bright sunny day and chicks are in the area).
Prestart is a Challenge and Response where the PNF will call an action and the PF will respond.
Some crews use the checklist as a "do list" where each item is called out, actioned and confirmed.
Most crews become nimble-fingered switch flickers, action all the items and then the PNF will Challenge the PF who Responds. For the PNF in the right seat, he/she may both challenge and respond to items on the right side of the cockpit. Same for the PNF sitting in the left seat Most taxi checks, line up checks, 10,000 ft checks, cruise checks descent checks, approach checks, landing checks and shutdown checks are all challenge and response.
Most after takeoff and after landing checks are initiated by the PF and completed silently by the PNF except for items unreachable from what ever seat the pilot is sitting in. For emergencies, the company SOP's should cover actions. In most cases, the PIC/Left Seat Pilot
/Captain will assume control and become the PF, the F/O/Right Seat Pilot will become the PNF. The PF/LSP will fly the airplane, the PNF/RSP will action the emergency checklist and put out the fire. This is what recurrent training is all about. Practice, practice, practise. Thw worst is a pilot who tells his SIC "There are 3 levers here-- Leave'r alone, Leave'r alone, leave'r alone" This clown does all the flying. The SIC does paperwork and handles the radios. Then there is the real professional pilot. The pro is of the opinion that if the F/O cannot fly the airplane properly, He/she is of little use so train, encourage and share. I share 50% regardless. If I feel it is safer for me to do the approach because of weather and experience, I will give the F/O the next two or three landing, approaches. Now I have a proficient pilot who I can trust.
And that's the way it is!

[Cat Driver]

Oldtimer:

Great post.

The only reply I can think of is if the FO does not come up to speed real fast so he/she can fly it in any conditions then I try and get another FO.. I,m of the opinion that FO's should be at least as good as the Captain so the Captain can just observe the work part.

Cat

[bush pilot]

Nail on the head with that one Oldtimer. I was going to put my two cents in but you covered it all! Other than the Capt that says flaps up gear up shut up!

[Wasn't Me]

Since Cat mentioned work I thought I'd share this joke.

An Airline captain is overseas on a Lay over and is having Sex - Does the captain consider it work or pleasure?

It has to be pleasure because if it was work the co-pilot would be doing it.

[Cat Driver]

Actually neither pilot would be doing it, if it were work the mechanic would have to do it.

[CallForProposals]

Thanks a lot for the concise explanation, it was a lot of help.

Cheers.

[Jaques Strappe]

If the Captain was a female, she would consider it work! ..........................ouch! Before all the women start throwing things at me, let me put on my helmet!

[Ryan Coke]

I'd add that much of this depends on the operation, and in my company both guys take turns doing pretty much everything, including walk arounds. We alternate legs, and as an FO I have never had a captain take control based on a judgment call of the conditions. Most of the people at the larger airlines have significant experience, so it isn't really a matter of the captain having more hands and feet skillz. The only exception to this would be as predicated by the SOP's, which define that based on very specific weather conditions (at or below minimums), then we would do a pilot monitored approach where the FO flies it right to DA, and if Capt see's the lights, he lands, if not, the FO keeps flying the Go Around.

The one other thing along these lines, is that in an emergency, most of the procedures DO NOT call for the Captain to become the pilot flying and take control. Typically whoever was the PF, remains the PF, and in fact I would be more likely to to give control to the FO if I was flying during an inflight emergency. My logic is that I would rather have the FO handling, which he/she should be very capable of, while the captain monitors and makes those decisions that entitle him/her to a larger paycheck.

[Cat Driver]

" My logic is that I would rather have the FO handling, which he/she should be very capable of, while the captain monitors and makes those decisions that entitle him/her to a larger paycheck. "