Pre-flight checks

However, that sort of assumes the aeroplane has a check list! Mine hasn’t and the type, as a whole, has not got one as far as I know. What would concern me on a checklist as it only covers the things that are listed (I know that sounds a a bit obvious) but split pins in place, tension of cables and flying wires not altering, ods and ends that just don’t ‘seem’ right etc.

Very true Melv, I only fly the basic & common type and thats the PA-28, the checklists available are pretty comprehensive, I certainly leave my head under the cowling both sides for longer than warranted so I can see if everything “looks how it should look”, I always very gently rock a wing backwards & forwards to see if the other reacts proportionally in the opposite direction, I’m very paranoid about the wings falling off lol, generally there are alot of highly dangerous things that could happen to a plane that you could survive, but if the wings fell off I fear the end would be imminent.
Anyone else got any little paranoia’s?

D.

Burning Fibreglass.

Speaking of rags (and I’m a little embarrassed to even mention this)….

Many years ago I took a passenger out to an outback strip, in one of the first Jabiru ultralight aircraft. After the passenger disembarked, I took a few moments to check over the engine, and check the oil level etc. Now the Jabiru has the entire top of the cowling removed for these checks, and it is held on with some clamps.

It all looked good, so after a little map study for the return journey, I strapped myself in, and was about to start, but something was nagging me…right at the back of my mind. I couldn’t figure it out, but knowing that it’s best to figure out the problem on the ground rather than in the air, I unstrapped, got out, and removed the cowling. Yes, there was the oil rag, sitting on the engine !! I’m so glad that my ‘spider sense’ was working that day.

Never started the engine with the two rags stuffed in the exhaust? Be careful what you say Melvyn, the word yet comes to mind 🙂

They travel about eight feet.

However, that sort of assumes the aeroplane has a check list! Mine hasn’t and the type, as a whole, has not got one as far as I know. What would concern me on a checklist as it only covers the things that are listed (I know that sounds a a bit obvious) but split pins in place, tension of cables and flying wires not altering, ods and ends that just don’t ‘seem’ right etc.

The PFA rally used to (and may still) have a preflight test and most of the things they used to do to the aeroplane were way out of the checklist.

Creep marks, tyre condition, oleo condition, tailwheel (has the tyre been nicked) damage to the underside caused by someone else taxying it into a cone? missing screws, connections to the wind driven generator OK, colour of oil under the aeroplane not giving cause for concern (OK so this is necessary on the Rearwin but may not be as obvious on something that doesn’t bleed oil), battery drain hole clear, antenna OK, pins in boot cowl and cowl, condition of engine baffles, plug leads, oil connections, rocker covers, prop condition, hub locking, security of cowlings, condition of screen, all screws in panels around cockpit, trim tab and connections, tail fairing panels, condition of fabric, security of wing/fuselage sealing strips, visible fuel connections in wing root, fuel guages, fuel drains (one each wing, two under fuselage and one under engine) oil contents and colour, security of oil filler, condition of wing, position of ailerons (1/2/in down on both) strut condition and fairings, pitot tube not blocked on either side, dents in leading ends, dents in tops, security of wingtip light glasses ($55 each!), undercarriage fairings and fixings, doors and windows, rudder connections and tailwheel steering turnbuckles, brake connections (soon to be changed), split pipns on elevator, rudder and aileron bolts and cable connections. Condition of cable ends and nicopresses, fuel tank – check for obvious leaks,

Oh and count the wings, multiples of two are good.

Now, I might have done that fairly haphazardly from memory but having rebuilt the aeroplane I know every nut and bolt and so tend to look at them anyway. It is not the bits on the checklist that will cause problems but those that are left off (and therefore not looked at by other people). There is nothing at all wrong with checklists (and I will do one sometime) but the little bits also need checking.

Oh yes, and I have NEVER started the engine with the two rags I stuff in the exhaust still in place. . . .

Basically, you cannot check too much. Jumping in and going only looks good to the people that don’t think you are a wally.

M

Never started the engine with the two rags stuffed in the exhaust? Be careful what you say Melvyn, the word yet comes to mind 🙂

Very meticulous, it just is not worth risking not doing the checks properly, especially as a high majority (if not all) were designed to stop you being airbourne and wishing you were on terra-firma. Afterall it won’t be us saying “if only I had checked that etc” because we may not live to tell the tale, but it will be our loved ones saying “I wish he had checked that”
I always have used my checklist, and always will even though I know the checks off by heart.

Dean

However, that sort of assumes the aeroplane has a check list! Mine hasn’t and the type, as a whole, has not got one as far as I know. What would concern me on a checklist as it only covers the things that are listed (I know that sounds a a bit obvious) but split pins in place, tension of cables and flying wires not altering, ods and ends that just don’t ‘seem’ right etc.

The PFA rally used to (and may still) have a preflight test and most of the things they used to do to the aeroplane were way out of the checklist.

Creep marks, tyre condition, oleo condition, tailwheel (has the tyre been nicked) damage to the underside caused by someone else taxying it into a cone? missing screws, connections to the wind driven generator OK, colour of oil under the aeroplane not giving cause for concern (OK so this is necessary on the Rearwin but may not be as obvious on something that doesn’t bleed oil), battery drain hole clear, antenna OK, pins in boot cowl and cowl, condition of engine baffles, plug leads, oil connections, rocker covers, prop condition, hub locking, security of cowlings, condition of screen, all screws in panels around cockpit, trim tab and connections, tail fairing panels, condition of fabric, security of wing/fuselage sealing strips, visible fuel connections in wing root, fuel guages, fuel drains (one each wing, two under fuselage and one under engine) oil contents and colour, security of oil filler, condition of wing, position of ailerons (1/2/in down on both) strut condition and fairings, pitot tube not blocked on either side, dents in leading ends, dents in tops, security of wingtip light glasses ($55 each!), undercarriage fairings and fixings, doors and windows, rudder connections and tailwheel steering turnbuckles, brake connections (soon to be changed), split pipns on elevator, rudder and aileron bolts and cable connections. Condition of cable ends and nicopresses, fuel tank – check for obvious leaks,

Oh and count the wings, multiples of two are good.

Now, I might have done that fairly haphazardly from memory but having rebuilt the aeroplane I know every nut and bolt and so tend to look at them anyway. It is not the bits on the checklist that will cause problems but those that are left off (and therefore not looked at by other people). There is nothing at all wrong with checklists (and I will do one sometime) but the little bits also need checking.

Oh yes, and I have NEVER started the engine with the two rags I stuff in the exhaust still in place. . . .

Basically, you cannot check too much. Jumping in and going only looks good to the people that don’t think you are a wally.

M

Very meticulous, it just is not worth risking not doing the checks properly, especially as a high majority (if not all) were designed to stop you being airbourne and wishing you were on terra-firma. Afterall it won’t be us saying “if only I had checked that etc” because we may not live to tell the tale, but it will be our loved ones saying “I wish he had checked that”
I always have used my checklist, and always will even though I know the checks off by heart.

Dean