Using checklists is important for all pilots

I first learned about check lists in my studying and reading about general aviation and flying. I learned that the check lists are in the aircraft's POH, Pilot's Operating Handbook. When a pilot friend takes me on a scenic ride, most of the planes also serve as trainers withaircraft specific checklists (laminated) on a ring in each airplane. Most every detail that happens during a flight is on that check list. In a few of my scenic flights, upon request by the pilot, I have read the checklist to the pilot where s/he responds by repeating the item and the result.

As I continue to go on my scenic flights and gain appreciation for the importance of checklists, my appreciation for the importance of checklists in the tanker biz grows. I remembered an e-mail that my tanker pilot friend G sent me about checklists over a year ago. I recently dug it up, this is what he says:

Use of a checklist in any airplane is essential. Even if your personal checklist is just a mnemonic like "CIGAR" (controls, instruments, gas, attitude, run-up) or whatever, it is absolutely foolish to not use your checklist. Accident statistics are full to the brim with guys who were too cool to use a checklist.

In large, complex, multi-engine aircraft, the written checklist is the bible. You read it religiously. In a multi-crew cockpit, the checklist is always a call and response type exercise, unless it's a checklist that the non-flying pilot can accomplish without distracting the flying pilot from flying, eg: the pre-drop check performed by the non-flying pilot before a retardant drop. My co-pilots would always have to say something like, "Pre-drop check complete, standing by the jets". I would always acknowledge the check list complete announcement with something like: "Pre-drop check complete, thank you, light 'em up", which was a call to start the jets before the drop.

It's the same in the taxi check. When the co-pilot was finished with the taxi check, he would say, "Taxi check complete" and I would always acknowledge with a "Taxi check complete, thank you" to let him know I had heard him. Sometimes, you are listening to a radio transmission and you don't hear the checklist call. The guy running the checklist should always demand a response if one is necessary.

Missing even one item on almost any flight checklist can kill you. It is not a student pilot exercise, it is a matter of safe flight. Flying is absolutely unforgiving of sloppiness and tanker flying is more unforgiving of any carelessness or "Mr Cool" attitude. Miss one switch, and you become the latest accident statistic.

Given the importance of checklists in aviation in general, including multi-engine airtankers, it is appropriate and within sound aviation practices that the 2011 Federal Airtanker Contract requires checklists be present in the cockpit. The copy of the tanker contract that I have mentions these checklists. I'd expect that there may be additional checklists not listed in the contracts:

• before starting engines
• before takeoff
• cruise
• before drop
• after drop
• emergencies
• before landing
• after landing
• stopping engines

The oncall SEAT contract that I have for 2011 has a similar list of required checklists. What is on these checklists will depend on the type of aircraft, the tank configuration and perhaps by the contractor.

Not included in the list above is the all important pre-flight checklist where the crew inspects the aircraft before and sometimes after each flight.

Regarding helicopters used in aerial wildland firefighting. I don't know nearly as much about helos as I do about fixed wing aircraft. However, I suppose that what is good for fixed wing aircraft is also good for helos. Following that logic then it may stand to reason that checklists are just as important for helos as for fixed wing.