Yep, that one's burned into my mind every time before take off. Was always taught to check for sense and full / free movement from day one when I started in gliders. Still do it religously, I don't want to end up like that!

There was a case years ago, when a light a/c was in for a CofA or some such thing. Anyway to cut a long story short, the controls were disconnected for some reason. On completing the aileron control connection, they put some person in the cockpit to move the control wheel. Unfortunately this individual was unsure of left from right. The engineer(s) yelled turn the wheel to the right or left, in which he did. As the engineers were getting the opposite reaction, they expected, they called and said no, move it the other way, which they did.

Folks these mistake of crossed aileron controls, was never picked up until the resulting crash on the test flight. The company chief pilot was at the controls and another experienced pilot was there to take the readings.

The authorities tried to blame the pilot. However in stated in the FM that the controls should be checked for full and free movement. Nowhere was it stated the controls be checked in the correct sense. I learnt from that.

There have been several fatal accidents where an aircraft has attempted t/o with the external control locks in place.

Controls must be checked, for full, free movement in the correct sense.

Did a control check in Canadian winter just before lining up on the runway. The controls wouldn't move ! Taxied back and discovered the cause was freezing rain. Nuff said.

Full, free and in the correct sense - every flight without exception!

Only once, in 40+ years of flying, have I detected a problem - ailerons locked as a result of cable routing mistake during maintenance! :ooh:

It only takes once to kill you!

Dr :8

Yes every take off. Few months ago while working off a gravel strip I came in for my next load(ag) went through the whole pre take off ck while waiting for the hopper to load and guess what my elevator was jamed. On inspection found a stone had flicked up in the landing and wedged itself in the hinge.

The FO unintentionally made a good point though. The check should be done immediately before take-off like all of you are saying - therefore it's pointless doing it earlier. No need to do the same check twice!

At the time I believe the airline SOP was to do it at taxi commencement or thereabouts.

..........

The time to check if the fuel caps are in place is during the "golden lap" just before the PIC, as the last person aboard. That is when latches, doors and fuel caps are checked secured.

I would have thought just before t/o would be leaving it a little too late, if remembered at all. However during a control check of the ailerons (full up) would be a time for a final check. Difficult in a high wing I would expect.

Controls full and free every time. I check for correct sense on my preflight walk around. If at all possible I also try to listen to the controls as I move them on preflight.

Ok then. So everyone checks their flight controls but how many check both ailerons when turning the control wheel both ways? I heard of a Conquest undertaking a post-maintenance check flight where the pilot discovered the ailerons had been mis-rigged and no matter which way the wheel was turned both went up. The aircraft had been checked 3 times before that flight including the pilot control check but all had looked to see the corresponding aileron was moving up as the wheel was turned in that direction and not that the other was down.

I've always said something along the lines of "stick right right aileron up left down, stick left left aileron up right down" while looking to check they're actually doing it - doesn't seem right not to check both of them for each direction of movement.

Damn. I'll have to send the effo down the back to look out the windows now, when we do the control checks. Not sure what to do about the elevators though. :}

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unless...
 

Agree, every time... in my Cherokee.

But achieving the same assurance in a helicopter can be quite a challenge - think about the result of 'full and free' just before lift-off!

In the lined up nuts and guts:D

"Every time.."

"Controls full and free every time."

"Yep, habitually, since first training flight."

"Yep, that one's burned into my mind.."

and so on...

I must say I often skip this check as I haven't thought it that necessary to check if the controls are full and free. (I mean I do sometimes if there happens to be an extraordinary long wait at the holding point, or I'm trying to stretch a leg or something)

I will from now on.

I am heartened by the responses here and the level of professionalism displayed by pilots on this forum.

As far as "in the correct sense" is concerned, I used to teach my students to make sure that the control surfaces (ailerons and elevator) move upwards when the stick was moved towards them and vice versa.

But "Full and free" movement definitely not done in a helicopter. I was once nearly killed by an ancient RAF Group Captain (an ex WW2 Mosquito pilot), who tried it prior to his famil. flight in a Whirlwind 10. I had finished my sortie and were in the process of a rotors running crew change. I had vacated the right seat and was standing outside, on intercom, leaning against the aircraft, waiting to remove the wheel chock. The QHI in the left seat helped the Gp Capt to strap in then told him to confirm he could reach the controls. Without further ado, he carried out a full and free movement check, including pulling the collective! Because the rotors were at flying speed, the aircraft began to lift and roll to the right and then lurched in yaw to the left, pushing me across the concrete. I just ran for it! My intercom lead went tight and my head got snatched rearwards but I stayed on my feet and kept going. A suitable debrief was held.

I used to spend a lot of time riding around in helicopters and a control check just before lift off was pretty common. It's done with just a little bit of collective in, to anywhere near enough to hover. The cyclic is moved around it's travel. The results can be seen in the movement of the rotor disk, and felt in the movement of the aircraft.

Lots of good little Vegemite kids on this thread. No mistakes ever made, all checks always completed, restores my faith in aviation.