Taylor Monoplane Checklist

Checklist???????????????? A) Is it an Airliner? or B) A ‘checklist’ will blow out of the cockpit…….. :rolleyes:

Before flight:
TTMPFFICHH

well, there is a P and one F I don’t have

Before landing: BUMPF 😀

B, no parking one so just check heels are free
U, down and welded.
M, Rich
P wooden and fixed
F, don’t fly for more than 3 hours (very inaccurate gauges)

However, joking aside I had one of those “Glad I noticed that” moments yesterday. My tailwheel was going flat so I tried pumping it up and that did not good as there was a split next to the valve stem. Luckily I had a spare tube so jacked the back of the aeroplane up to whip the wheel off and replace the tube. As I did I noticed that the tailwheel strut was loose.

To cut a long story short, there is a fitting at the front of the tailwheel strut that fixes to either side of the lower longeron. This has two AN4 bolts which run through sleeves. The sleeves were actually a little long and so the nuts were not closing the fitting up. I should have noticed this before but when the tail is on the ground it was not apparent. Fortunately the tyre was flat!

The point is that this would never have appeared on a checklist but still needs checking. Checklists are an aide memoire for the important things and are more useful on complex types that have more systems but for all aircraft they should only ever be a starting point and a close eye should be kept on everything else.

Checklist???????????????? A) Is it an Airliner? or B) A ‘checklist’ will blow out of the cockpit…….. :rolleyes:

Before flight: TTMPFFICHH
Before landing: BUMPF 😀

Flaps are an academic issue on a Luton. Approach speed is only 40kts and with its thick wing section it comes down like a parachute with the throttle closed.

If you need to lose more speed, the square-section fuselage is more than enough of an airbrake if you sideslip.

I can sympathise with you Melvyn on your handbook’s lack of checklist. Here’s the comprehensive checklist on the back cover of the original JAP-engined Luton Minor pilots notes!

Shows a significant lack of knowledge of VW engines!

In my experience it is.

Choke out, ignition on. Swing for five minutes.

Choke in, increasing amounts of throttle, ignition on. Swing for another five minutes.

Ignition off, blow out. Swear. Have a cup of tea.

Set throttle, ignition on, aeroplane may then fire first compression scaring the crap out of you, then it’ll stop again!

Repeat above until taking up gliding as an alternative hobby!

Oh the times I have watched that happened and not laughed (because if you laugh at this your starter motor stops working and we have never hand-swung the Rearwin)

More seriously, as I do power checks with the tail tied down and on chocks before taxying, my very basic pre-take off and pre-landing checks are:

TAKEOFF
T – Throttle friction nut tight
M – Magnetos checked, on both
P – Petrol on and sufficient
C – Carb heat checked,back to cold
A – Airframe, harness, OK
R – Runway, approach and windsock
B – Brakes off (as if!)
I – Instruments set, checked
C – Controls full and free (checked into wind)
E – Engine,full revs, T&Ps at start of takeoff

APPROACH
B – Brakes off (as if!)
U – Undercarriage down and welded
(M – Mixture not controllable with VW)
P – Petrol on, sufficient
C – Carb Heat, hot to 200 feet
A – Airframe, harness OK
R – Runway, approach and windsock

There is no list for the Rearwin and probably never was. Outside checks are thorough just because I built it and know where everything is. Biggest source for embarrasment is forgetting to take Hector the pitot cover off.

I also have to visually check the elevator trim as the indicator slips.

Start up is always fun. It’ll go on one blade sometimes and others it will just misbehave. There is plenty of time to check the cockpit as the engine needs to warm up. I don’t even head off to the run up until I have had a noticeable rise in oil temp.

Then it is a left to right.

Starter warning light out
Primer in and locked
Clock wound and time noted
Altimeter set
carb heat cold
radio on
intercom if I need to hear a lot of static
throttle friction is dealt with at start up
Mags on both (starts on left mag retarded slightly and then goes to both)
retard knob full in
T’s and P’s
Lights on
Voltage warning light checked
Full and free
Nothing in the back about to come loose
Passenger not sick yet.

Run up is simple, it is up to 1500, check mags, carb heat and slow running (4-500 rpm!)
Back to 1000 to clear plugs and double check the panel (so quick)

Then it is call up, line up and fly.

mixture not creeping out!

Begging your pardon, but I’m sure I saw on the three-view drawings I have of the Mono that flaps aren’t permitted on UK-based aircraft?? :confused:

It isn’t permitted to fit flaps to the Taylor Mono but I’m not sure if that counts for the Luton

Wheels: Pointing down
Wings: Divisible by two
Tail: facing back
engine: Attached and facing front
Chocs: Stowed ready for when you get hungry

Saunter around the aeroplane at least twice to suggest you are not frightened.

Wiggle some things. Those things that look like they probably should move might and those things that look like they shouldn’t better not.

Fuel: still expensive isn’t it?

Ignition on, choke out. Start.

In order to fly, try to avoid the ground.

In order to land, try and avoid the sky.

Hope that helps,

MH

Shows a significant lack of knowledge of VW engines!

In my experience it is.

Choke out, ignition on. Swing for five minutes.

Choke in, increasing amounts of throttle, ignition on. Swing for another five minutes.

Ignition off, blow out. Swear. Have a cup of tea.

Set throttle, ignition on, aeroplane may then fire first compression scaring the crap out of you, then it’ll stop again!

Repeat above until taking up gliding as an alternative hobby!

More seriously, as I do power checks with the tail tied down and on chocks before taxying, my very basic pre-take off and pre-landing checks are:

TAKEOFF APPROACH

T – Throttle friction nut tight B – Brakes off (as if!)
M – Magnetos checked, on both U – Undercarriage down and welded
P – Petrol on and sufficient P – Petrol on, sufficient
C – Carb heat checked,back to cold C – Carb Heat, hot to 200 feet
A – Airframe, harness, OK I – Instruments, altimeter setting
I – Instruments set, checked A – Airframe, harness OK
R – Runway, approach and windsock R – Runway, approach and windsock
C – Controls full and free (into wind)
E – Engine,full revs, T&Ps at start of takeoff

This is an attempt to stay close to a standard checklist, but in the case of a VW-powered Luton, items like trim, flaps and mixture aren’t an issue.

Obviously with a swish sophisticated beast like a Taylor, you might need to add things like flaps and trim to your checklists.

Another alternative is to start with something like a Cessna checklist and remove the items which aren’t fitted to your aroplane!

As a low-hours pilot though – would myself appreciate any feedback from others with more experience!!

Begging your pardon, but I’m sure I saw on the three-view drawings I have of the Mono that flaps aren’t permitted on UK-based aircraft?? :confused:

Ignition on, choke out. Start.

MH

Shows a significant lack of knowledge of VW engines!

In my experience it is.

Choke out, ignition on. Swing for five minutes.

Choke in, increasing amounts of throttle, ignition on. Swing for another five minutes.

Ignition off, blow out. Swear. Have a cup of tea.

Set throttle, ignition on, aeroplane may then fire first compression scaring the crap out of you, then it’ll stop again!

Repeat above until taking up gliding as an alternative hobby!

More seriously, as I do power checks with the tail tied down and on chocks before taxying, my very basic pre-take off and pre-landing checks are:

TAKEOFF
T – Throttle friction nut tight
M – Magnetos checked, on both
P – Petrol on and sufficient
C – Carb heat checked,back to cold
A – Airframe, harness, OK
R – Runway, approach and windsock
B – Brakes off (as if!)
I – Instruments set, checked
C – Controls full and free (checked into wind)
E – Engine,full revs, T&Ps at start of takeoff

APPROACH
B – Brakes off (as if!)
U – Undercarriage down and welded
(M – Mixture not controllable with VW)
P – Petrol on, sufficient
C – Carb Heat, hot to 200 feet
A – Airframe, harness OK
R – Runway, approach and windsock

This is an attempt to stay close to a standard checklist, but in the case of a VW-powered Luton, items like trim, flaps and mixture aren’t an issue.

Obviously with a swish sophisticated beast like a Taylor, you might need to add things like flaps and trim to your checklists.

Another alternative is to start with something like a Cessna checklist and remove the items which aren’t fitted to your aeroplane!

As a low-hours pilot though – would myself appreciate any feedback from others with more experience!!

Wheels: Pointing down
Wings: Divisible by two
Tail: facing back
engine: Attached and facing front
Chocs: Stowed ready for when you get hungry

Saunter around the aeroplane at least twice to suggest you are not frightened.

Wiggle some things. Those things that look like they probably should move might and those things that look like they shouldn’t better not.

Fuel: still expensive isn’t it?

Ignition on, choke out. Start.

In order to fly, try to avoid the ground.

In order to land, try and avoid the sky.

Hope that helps,

MH

Thats far to complicated for a Taylor mono!!

On form, Melv 😉

LMAO!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

Wheels: Pointing down
Wings: Divisible by two
Tail: facing back
engine: Attached and facing front
Chocs: Stowed ready for when you get hungry

Saunter around the aeroplane at least twice to suggest you are not frightened.

Wiggle some things. Those things that look like they probably should move might and those things that look like they shouldn’t better not.

Fuel: still expensive isn’t it?

Ignition on, choke out. Start.

In order to fly, try to avoid the ground.

In order to land, try and avoid the sky.

Hope that helps,

MH

I tried but I’m not a member of the PFA and you have to if you want to join 🙁

Maybe also try the PFA forums?