On Jun 17, 10:10*pm, A Lieberman wrote:
On Jun 17, 7:58*pm, gatt wrote:

Seems like you could make a pretty succinct kneeboard checklist so
you're not wasting time flipping anything.

I have one, full page laminated and easily reachable in the passenger
door pouch..... in the real deal, it's really of no use...My answers
to Ol Shy and Bashful below.

On Jun 17, 5:46 pm, "Ol Shy & Bashful" wrote:

Do YOU have one?

Yes, but in the real deal emergency, valuable time wasted reaching for
it and getting oriented to where to start reading.

Do you rehearse it or practice it while the pressure is off? If not, why not?

No, too many variables and too many situations and most importantly,
not like the real deal.

What do you use for immediate action and why?

Trouble shooting first (AVIATE), Landing spot second (NAVIGATE),
declare emergency third (COMMUNICATE).

http://tinyurl.com/6ngvp7for my in flight emergency and how I handled
it.

I consider it utmost important the emergency procedures be memorized,
as when the crap hits the fan, reading a list would be distracting and
may excasperate the problem.

NOW.... if I had a passenger, pulling the list and having them look it
over and read it to ensure I didn't miss anything would be good CRM.
In my case, it wouldn't have done squat.

Not sure who I am replying to so bear with me? The most dangerous
emergency is with an engine problem down below 1000' agl (I refer to
that as the "Red Zone" and below 500' agl as the DARK RED Zone.
Certainly a competent pilot should have the immediate action items
memorized as there is little time to go digging out/reading a
checklist at low altitude with an emergency. And, I certainly am not
going to rely on a non-pilot to read the correct checklist in an
emergency?
For those who don't know me, I've been flying since the mid 50's, over
25,000 hours and nearly half that in ag operations with both FW/RW
worldwide. I've had a number of emergencies, engine failures,
mechanical failures, bird strikes, tree strikes, blown tires, brake
failures, prop failures, fuel problems, etc, etc ad infinitum. In
other words, enough real life experience to base my opinions on with a
reasonable degree of validity. Once you get past the bluster and
bull**** I think you'll find I have some valid points to consider.
I've got a book full of photos I've shot of broken airplanes and only
one of them was mine from very early in my career. I happened to be on
the different scenes and took the photos and/or talked with the pilot/
s involved. Includes a 737 that had a total electrical failure on
rotation from 25L at LGB and he stopped with his wingtip hanging over
the edge of the runway looking down on I-5. Talk about a high pucker
factor?!
My whole purpose here is to make pilots think about possibles and
variables. I fly nearly every day and do 70-80 hours a month
instructing. Even so I see new things weekly and new things to
consider. The potentials for disaster and accidents or incidents are
high here with a high volume of traffic and a mix of civil and
military aircraft. You have to keep safety in mind but temper it with
operational exigencies and realities. My sense of survival always has
me thinking of emergencies and I can't stop playing "what if ...."
I'll be 72 this year and not sure how much longer I'll stay in the
cockpit but I can guarantee I'll be thinking ahead of the aircraft as
long as I am.
Best Regards
Ol S&B