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Old 09-26-2019, 08:58 AM   #11
Lee Willis
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"First flight of the day for a 727 checklist is about three hours. No one ever wants the first flight"

Well, I don't think train engineers were like that, at least way back when. For the last few years he worked for Santa Fe, into the late 1950s, my uncle had beaucoup seniority and took the jobs he wanted. And started locos from cold and then turning them over to others to run was all he did - check them out, get them warm and up to pressure, filled with oil and water, and all readd to go. He could do only two a shift, I recall.
"Firing from cold" and prepping a big steamer like a 2900 Northern might not have been fun work, but it had a big advantage to him that took precedence over everything else by the time he was in his early sixties, that he always talked about: he was home and slept in his own bed every night!!!
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Old 09-26-2019, 12:35 PM   #12
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There really isn't a good comparison to be drawn between "getting prepared for the trip" on the big trains, vis-a-vis getting a train ready to go on a model railroad.

Most of the prep work on the big trains involves activities with the employees, rather than the train. Such as, getting the bulletins and paperwork that you need, getting in-synch with the other members of the crew (nowadays they call that "job briefing"), talking to the dispatcher or operator if needed (on Amtrak the conductor would call for any "Form D's", the rough equivalent of orders).

For freight, it would involve getting the train together (often the province of the yard crews), then inspecting the train (duties of the car inspectors). When the road crew couples on, then there's an apply/release brake test, and off they go. At outlying points, the conductor will inspect added cars and check the brake application/release, etc.

For a model train, you'd want to be sure that all couplings are made ("give it a stretch"), switches are lined, headlights lighted, etc. Not much else beyond that.
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Old 09-26-2019, 03:18 PM   #13
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First flight of the day for a 727 checklist is about three hours. No one ever wants the first flight.
Michael,

When did you fly for USAir?
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Old 09-26-2019, 03:34 PM   #14
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For a model train, you'd want to be sure that all couplings are made ("give it a stretch"), switches are lined, headlights lighted, etc. Not much else beyond that.
That depends. If you're running by yourself on a home layout, definitely.

If you're part of an operating session at a club or larger home layout, there may in fact be some train orders to check and a call to a dispatcher to make.

However the type and detail level of orders and other paperwork will vary wildly between different layout owners/organizers.
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Old 09-26-2019, 10:09 PM   #15
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Michael,

When did you fly for USAir?
I did not. My Commercial Flight Instructor flew 727's for TWA. She got that for me from another pilot who came from US Air.
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Old 09-26-2019, 10:36 PM   #16
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OK, very good.
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Old 09-27-2019, 05:49 AM   #17
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The top book is the entire manual including performance charts.

The bottom two binders is the training syllabus for the 727 course given by TWA.

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Old 09-27-2019, 07:17 AM   #18
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I'm sure the guys who did the checklist from memory are the main reason we have extensive written checklists now.
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Old 09-27-2019, 07:26 AM   #19
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There's just way too much to remember to be able to make certain you've covered everything.

We had checklists too, for starting up and shutting down Minuteman II. Those had to be followed to the letter or bad things could happen.
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Old 09-27-2019, 04:26 PM   #20
Lee Willis
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I'm sure the guys who did the checklist from memory are the main reason we have extensive written checklists now.
Yep, things grew too complicated and the consequences of failure too unpalettable to leave it to informal processes.
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