2 pilot/small airplane CRM

Stan Prevost wrote:

"Mitty" wrote in message
...

Can anyone point me to web or print resources with discussion of how to
best utilize two pilots in small airplanes? Who does what, etc. I have
found lots of airline-level material but really nothing that relates to
flying light singles. Or maybe someone who regularly flies with a pilot
spouse? How do you split the workload?


I fly with a nonpilot spouse who shares my workload. She has a copy of the
checklists, and some items are her responsibility. In preflight, she checks
switches etc. on her side (all identified on the checklist), verifies vacuum
at runup, watches me to make sure I don't miss things, issues certain
reminders at various planned times. After takeoff, she calls altitudes at
which I have actions to take (typically 400AGL and 1000 AGL), watches my

What do you do at 400 AGL? I'm curious as I don't do anything until
1000 (fuel pump off, power set to climb, etc.).


Matt

Matt Whiting wrote:


What do you do at 400 AGL? I'm curious as I don't do anything until
1000 (fuel pump off, power set to climb, etc.).

You should be turning when you reach 400 feet.

Newps wrote:



Matt Whiting wrote:


What do you do at 400 AGL? I'm curious as I don't do anything until
1000 (fuel pump off, power set to climb, etc.).


You should be turning when you reach 400 feet.


I don't need a checklist item to make a turn.


Matt

"Matt Whiting" wrote in message
...
What do you do at 400 AGL? I'm curious as I don't do anything until
1000 (fuel pump off, power set to climb, etc.).



I make any required initial turn to follow an IFR departure procedure or
follow an ATC departure clearance. I also transition to climb power at that
altitude. Waiting until 1000 AGL for climb power is also a good practice;
some say to not fool with the engine until you can turn back to the field.
I just like to slow the prop as soon as I can for noise reduction.

Stan

If the copilot is not familiar with the aircraft (radios, etc) then
it's difficult to have them do the communications, setting freqs,
etc. I had that happen with an instructor. I own a cherokee and have
upgraded (not hard, since few of the avionics worked anyway) the
radios, added an intercom and PS 6000, etc. Most instructors around
here are familiar with the King environment and not the PS/Garmin/UPSAT
configurations. Hence the inability to change freqs on a timely
basis when flying with me.

CRM only works if both parties are familiar with procedures and
equipment and agree to use the procedures.

Stan Prevost wrote:

"Matt Whiting" wrote in message
...

What do you do at 400 AGL? I'm curious as I don't do anything until
1000 (fuel pump off, power set to climb, etc.).




I make any required initial turn to follow an IFR departure procedure or
follow an ATC departure clearance. I also transition to climb power at that
altitude. Waiting until 1000 AGL for climb power is also a good practice;
some say to not fool with the engine until you can turn back to the field.
I just like to slow the prop as soon as I can for noise reduction.

Stan



I've used 1000 as that is what Flight Safety recommended.

Matt