Narrative:

Our current after start flow for single engine taxi operation typically results in an illuminated 'elec' and/or 'hydraulic' system annunciator light on the respective system annunciator panel. As a result; I have observed first officers (rather reflexively and quickly) cancel the light(s) via the 'master caution' light. However; when queried as to what annunciator lights were illuminated prior to cancellation; the first officer; far more often than not; cannot recall. Furthermore; I have observed many captains cancelling the light(s) in a set scenario without advising the first officer.this absence of positive identification prior to cancellation fosters an inadequate response to illuminated annunciator lights which may not be illuminated as the normal result of the after start flow for single engine operation; i.e. 'Engine'; 'overhead'; etc.; and dismisses an opportunity to trap errors; thus relying solely on the 'recall' step in the before takeoff checklist. Airplane operation manual (aom)...'master caution from known cause with normal pilot flow items -' does allow cancellation without crew confirmation; yet how does that allowance form good habit patterns of response when an abnormal situation develops?even though the aom...ultimately speaks to the abnormal scenario; set is performed far more often than an abnormal scenario. Thus; I suggest aom...'master caution from known cause with normal pilot flow items -' does more to hinder than promote confirmation of annunciator lights in an abnormal scenario. After all; faulty practice yields faulty results.a confirmation of illuminated annunciator lights by the captain and first officer after completion of the before taxi checklist; and prior to initiation of taxi operation would address potential anomalies more efficiently and effectively than our current; by default; common practice as previously detailed.

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Original NASA ASRS Text

Title: Pilot questioned the procedure of automatically cancelling system annunciator lights from known causes (such as the 'ELEC' and 'HYD' lights resulting from single engine taxi) without confirmation. Pilot suggests that such a procedure can foster a bad habit pattern.

Narrative: Our current After Start Flow for single engine taxi operation typically results in an illuminated 'ELEC' and/or 'HYD' system annunciator light on the respective system annunciator panel. As a result; I have observed First Officers (rather reflexively and quickly) cancel the light(s) via the 'Master Caution' light. However; when queried as to what annunciator lights were illuminated prior to cancellation; the First Officer; far more often than not; cannot recall. Furthermore; I have observed many Captains cancelling the light(s) in a SET scenario without advising the First Officer.This absence of positive identification prior to cancellation fosters an inadequate response to illuminated annunciator lights which may not be illuminated as the normal result of the After Start Flow for single engine operation; i.e. 'ENG'; 'OVERHEAD'; etc.; and dismisses an opportunity to trap errors; thus relying solely on the 'RECALL' step in the Before Takeoff Checklist. Airplane Operation Manual (AOM)...'MASTER CAUTION from known cause with normal Pilot flow items -' does allow cancellation without Crew confirmation; yet how does that allowance form good habit patterns of response when an abnormal situation develops?Even though the AOM...ultimately speaks to the abnormal scenario; SET is performed far more often than an abnormal scenario. Thus; I suggest AOM...'MASTER CAUTION from known cause with normal Pilot flow items -' does more to hinder than promote confirmation of annunciator lights in an abnormal scenario. After all; faulty practice yields faulty results.A confirmation of illuminated annunciator lights by the Captain AND First Officer after completion of the Before Taxi Checklist; and prior to initiation of taxi operation would address potential anomalies more efficiently and effectively than our current; by default; common practice as previously detailed.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.