I add IFR items to my "regular" checklists that I've built for every airplane type. They're complex, but they're thorough, and they can be used as a "do" list when I'm getting into a new type, and then as a "check" list for airplanes I fly frequently. I also wrap a cover page with other useful stuff on it. It's a good exercise to make your own checklist as it forces you to review the AFM and the performance data as well as the systems descriptions.
What Tim said, *1000!
I have things added to my checklists like "VOR Check" and the instrument checks on taxiing.
Thanks guys... but I'm not referring to preflighting the airplane or setting up the avionics before departure...
I meant a checklist for
planning the flight... you know, at home going over weather, alternates, icing levels, go-no go stuff, NOTAMS, TFRS, etc. I should have named the thread better.
Hmmm. Every flight is so different that I don't really have a set way of planning it. I wouldn't say I plan differently between VFR and IFR flights, just that the IFR ones tend to require more in-depth planning.
I guess I do it something like this:
1) Plan the desired route. (Subject to change based on weather and other factors, of course.)
2) Check METARs and TAFs for departure and destination (FA's if TAF's aren't available) to see if either end will require it to be IFR.
3) Check FA's, flight rule maps, radar/satellite, etc. to see if enroute conditions might require IFR
4) If IFR is going to be required, why? What additional hazards might be out there? (Thunderstorms, ice, etc) What can I expect for enroute conditions (ie where are the tops)? To avoid fatigue and maximize enjoyment of the flight, I try not to cruise in IMC. That also means I don't have to worry about ice or embedded thunderstorms enroute.
5) After reviewing what the additional hazards might be, I look for more information about that particular thing. T-storms expected? Check the lifted index, radar, lightning, etc. Ice possible? Check FD's for expected OAT, airmets, ADDS icing tools, Skew-T's, etc.
6) Review your outs for possible scenarios. What if you do pick up ice? What if you do run into T-storms? What if you have a mechanical/electrical failure at various parts of the flight? What about a fire or other emergency?
7) Review the available approaches at the desired destination and alternate. Any gotchas? Where are the minimums in relation to the expected weather? Do I have transportation plans if I have to go to the alternate? Is there a hangar available if I'm going to be landing there shortly before a thunderstorm is expected to hit?
8) THE MOST IMPORTANT THING: Where is the nearest, best VFR for every portion of the flight? Is it within my fuel range? Instrument flight is where the old saw about only having too much fuel if you're on fire is most true. I've been glad that I took off with 7.2 hours instead of 6.5 on board for a 2-hour flight before!
After all that, I then make the go/no-go decision based mostly on gut feeling after looking at all of the above. The more you fly and the more experience and proficiency you gain, the more Bad Stuff you can deal with.
However, I certainly do not have a specific checklist that I use for every single flight - They're all different! Certainly, the planning for a flight with 3000-foot ceilings and good visibility below all along the route, where I'm going to climb through a 1000-foot thick layer and cruise in the clear on top with no possibility of icing, results in much less planning than a "Hmmm, *might* there be ice in those clouds?" flight, or one where the visibility is 1/2 mile under a 200-500 foot ceiling with the tops at 12,000 for hundreds of miles in all directions.
Learn what tools are available, plan some flights you don't intend to fly, make the go/no-go decisions for them, look at PIREPs and actual reported conditions once you would have finished the flight, and you'll get the hang of it.
