B777 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Training / Qualification
Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Human Factors; Procedure; Chart Or Publication; Company Policy; Equipment / Tooling
As a Line Check Airmen (LCA) I take extreme pride in my ability to consistently operate the aircraft in accordance with SOP. The new placement of the call for the landing checklist AFTER the landing flaps have been called for has led to an alarming number of missed or incomplete landing checklists in my operation. I can only imagine what this might look like in 'looser' cockpit environments. I complained about this development at the recent standards meeting and was told this was done to accommodate our non-Electronic Check List (ECL) brethren who find it an undo inconvenience to hold the paper checklist in their hand until final flaps are called for if the checklist is initiated at the gear down call as it has been done for [years.]Waiting until the final flaps are called for at 1200-1000 feet on a normal approach; in the international arena; often coincides with the landing clearance or the discussion of when we might get one. Now; the pending Flight Manual (FM) change will re-instate the setting of the missed approach altitude in this same vicinity thereby increasing the workload and verbalization at this point in the approach. My experience is already telling me that the landing checklist falls through the cracks at this point far too often. There is no open checklist displayed as a reminder and the change to call for it with final flaps seems; to me; to be among the most difficult of these 'standardization' changes to assimilate.
A B777 Captain reported that the new procedure as to when to use the landing checklist has increased the workload during approach.