Relative to trikes such as the 182 or 206, what would you insert, add, delete, or clarify from the standard short field takeoff procedure? Obstacle vs. no obstacle?

Brakes, unless you are on a very clean surface.

StillLearning wrote:Brakes, unless you are on a very clean surface.

Amen!

StillLearning wrote:Brakes, unless you are on a very clean surface.

To clarify further, DELETE brakes from the checklist.

Good way to shred your sweet composite prop and blast your horizontal with debris.

This is expanding the scope of the POH checklist a bit, but In my opinion, safety briefing should be number one if one were to develop a back country short field checklist. In my opinion, this briefing should be made aloud regardless if passengers are present. Here are my amendments, mostly it's just nuances other than the safety brief:

1. SAFETY BRIEF .... Abort point/criteria (≤45 KIAS, abnormal indications), forced-landing plan, terrain review and departure plan.
2. FUEL & TRIM ...... Fullest tank, elevator trim TAKEOFF, rudder trim set.
3. CONFIG ........... Flaps 20°, cowl flaps OPEN, prop FULL FWD, mixture SET for takeoff.
4. TRAFFIC .......... CTAF call, visual scan, ADS-B check.
5. POWER-UP ......... Rolling start, smoothly to 36.5"/2700 RPM.
6. TAKEOFF ROLL ..... Elevator light on nose. Airspeed alive, engine instruments green by abort point.
7. ROTATE ........... 51 KIAS, remain in ground effect to build speed if room allows.
8. INITIAL CLIMB .... 60 KIAS (Vx) until obstacles clear.
9. FLAPS ............ Retract passing 85 KIAS.
10. CLIMB ........... 87–90 KIAS (Vy), lean >1 000 ft AGL, cowl flaps as required.

I'd love to improve my checklist further.

Get rid of 4, 5 and 6, you don't need a checklist for basic pilot stuff. Numbers 7 and 8 changes with weight and you should know that number. The exact number isn't important anyways, know the ballpark number. I'd also eliminate 9 & 10 for myself.

The thing about checklists in GA operations is the discipline to use it. I can recount numerous accidents/incidents over the years where the items missed/omitted or out of configuration where proven to be on a checklist that wasn't systematically used.

Don't make it "wordy", just the "killer items", Those that will leave a mark if missed for the applicable phase of flight.

Very valid points

I think there could be some stylistic differences with checklists, I'm not suggesting my method is correct, but the way I use my list is more of a briefing. I read through my checklist to get myself mentally prepared but I don't actually look at it during the process so it's a bit more involved. I would absolutely slim it down if I referenced it during the sequence.

I'll ponder on that some more though

For a standard short field takeoff a few other things to consider for nose and tail draggers. Avoid pulling the plane into the air early if you have a large crosswind, more than one plane has been wrecked by getting into the air before good directional control is available. Unless needed I would avoid VX climbs at uncontrolled strips to avoid mid air accidents especially at busy fly in events. As noted ground effect to gain speed is always a good plan if possible. Tire pressure will effect ground roll so pay attention to conditions.
DENNY

I like ground effect to gain speed when possible.