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spoken communication. Even when solo, we may verbalize a litany out loud to ensure emphasis and accuracy. In fight- ers, we would verbalize bombing parameters when flying a “pop-up” bombing profile. Some pilots like to verbalize speed and configuration changes from downwind to base and final. In a time-critical situation, we perform the memorized litany items first, sometimes using additional mnemonics, and then accomplish follow-on actions from a checklist. Each sector of aviation and individual aircraft has its own litanies. In most turbine aircraft, there is a litany for each type of takeoff and go-around: normal takeoff, engine failure on takeoff, multi-engine go-around, and single-engine go-around.
And certainly, there are litanies for a rejected takeoff (abort) before V1. We think more clearly when we are not all hot and bothered. So, how fast do we need to complete the expanded checklist after we have accomplished any memory items, litanies and mnemonics? How long will the other one(s) keep running if an engine quits? Likely, all day long. If we have a configuration issue, whether flight controls or landing gear, the time remaining to deal with the issue is probably a direct function of fuel remaining and weather. If the abnormal situation is electrical or hy- draulic in nature, your life may become more complicated due to the risk of fire or potential loss of other systems like navigation, attitude control or braking and stopping/ slowing ability.
Everyone complains of his memory, and nobody complains of his judgment.
– Francois de La Rochefoucauld
Rushing, distractions, loss of SA (situational awareness) and fatigue are common excuses for not following proce- dures. Many would add complacency and forgetfulness to the list as well. When we become comfortable in a par- ticular vehicle, we may rush or skip through a checklist. But consider this: It has been shown that those who devi- ate from procedures and checklists are three times more likely to commit errors with consequential results. I don’t know about you, but I don’t need any consequential results with any added level of consequential grief in my airplane. We all need to use good judgment, checklists, litanies and mnemonics in order to avoid relying solely on our memory. Just be careful and don’t confuse GUMP with BRASH or your engine failure litany with the alphabet song.
Kevin Dingman has been flying for more than 40 years. He’s an ATP typed in the B737, DC9 and CE-650 with 25,000 hours in his logbook. A retired Air Force major, he flew the F-16 and later performed as an USAF Civil Air Patrol Liaison Officer. He flies volunteer missions for the Christian organi- zation Wings of Mercy, is retired from a major airline, flies the Cessna Citation for RAI Jets, and owns and operates a Beechcraft Duke.Contact Kevin at dinger10d@gmail.com.
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July 2022 / TWIN & TURBINE • 27