Pre-flight Checks... any problems found?
Join Date: Jun 2003
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I've found quite a few things, especially on spamcans I used to rent, but the only ones that were dangerous were (a) bare landing light wires hanging around the engine compartment (Tomahawk) which could have shorted to the airframe resulting in a fuel fire/explosion (which the instructor wasn't bothered about and simply told me to not use the landing light - I walked out of the school after that**) and (b) two occassions where the tanks were found totally empty and wildly differing from the fuel in the tech log, either due to overnight fuel theft or due to previous pilot(s) having got very very lucky... Consequently, the subsequent G-OMAR accident was no suprise to me at all.
** One wonders what sort of stuff would be found in flying school spamcans on which the preflight does not include looking under the engine covers (i.e. most of them).
I also once found a slightly flat tyre - this needs to be taken seriously because if it is a recent slow puncture, the tyre could be totally deflated by the time one lands. In this case, the cause was a tiny puncture in the side of both the tyre and the inner tube; god knows how that happened...
** One wonders what sort of stuff would be found in flying school spamcans on which the preflight does not include looking under the engine covers (i.e. most of them).
I also once found a slightly flat tyre - this needs to be taken seriously because if it is a recent slow puncture, the tyre could be totally deflated by the time one lands. In this case, the cause was a tiny puncture in the side of both the tyre and the inner tube; god knows how that happened...
Join Date: Dec 2006
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WRT your comment about looking under the covers IO, our club checklist includes a check of the engine compartment - to check oil and brake fluid levels, and for any birds' nests that may have "appeared" overnight... also a good idea to check that the HT leads are all in place, no leaks etc.
Would be very worried about any club/school/pilot that does not check the engine bay before flight. Think I'd be staying on the ground.
Interesting story about the Tomahawk, IO. Think I would've walked out too.
Would be very worried about any club/school/pilot that does not check the engine bay before flight. Think I'd be staying on the ground.
Interesting story about the Tomahawk, IO. Think I would've walked out too.
Join Date: Feb 2007
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My first ever flying lesson. My and my instructor were ferried to a distant airfield to pick up a plane which had been painted. The flight back would be my first lesson. After doing their (shoddy) paint job, the painters had removed all masking tape. Except for the pitot/static mast (PA-28).
Oh, and this was a short grass strip and the temperature was already above 30C when we discovered this. It would not have been pretty.
Oh, and this was a short grass strip and the temperature was already above 30C when we discovered this. It would not have been pretty.
Join Date: Aug 2000
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How did I spot the elevator trim was working in the wrong sense?
Standing outside the aircraft facing backwards - right hand on the trimmer, left hand on the stick. The bottom wire had been connected to the top and vicky vercky, the trimmer did not feel as smooth as normal - but I doubt that if I hadn't not noticed the wrong movement I would not have discovered it until I retrimmed in flight - normally early on the climb out!
Standing outside the aircraft facing backwards - right hand on the trimmer, left hand on the stick. The bottom wire had been connected to the top and vicky vercky, the trimmer did not feel as smooth as normal - but I doubt that if I hadn't not noticed the wrong movement I would not have discovered it until I retrimmed in flight - normally early on the climb out!
I cannot see a PA-28 trimmer when I am in the seat either. So I exercise it by reaching inside whilst in a position where I CAN see that it is working, symettrical etc. Same goes for anything on any other plane where I cannot see it from the seat and play with it at the same time.
Oh and I always check the "sense" of travel as well as for full unimpeded travel, as I do for the elevators and ailerons.
Since I once found an aeroplane with almost no fuel on one side and half a tank on the other .. I have decided to treat any aeroplane is if it has been last used by somebody trying to catch me out or do me in.
DGG
Oh and I always check the "sense" of travel as well as for full unimpeded travel, as I do for the elevators and ailerons.
Since I once found an aeroplane with almost no fuel on one side and half a tank on the other .. I have decided to treat any aeroplane is if it has been last used by somebody trying to catch me out or do me in.
DGG
Last edited by Dave Gittins; 3rd Sep 2007 at 14:53.
Join Date: Dec 2006
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interesting topic, especially good reading for students!
In 5 years of light aviation flying I had the following:
-found loose oil filler cap (the previous pilot had a lot of luck I guess) (PA18)
-no rpm drop during testing of carb heat (found to be the connection rod between engine and lever loose under the hood) (PA18)
-during mag check found engine rpm varying rapidly between 1000 and 1700 rpm on one magneto. (PA18)
- found one main tyre partly deflated (c152)
-also had the pax door opening on take off, since then is an important point on my preflight
-flat battery (prop manual crancking, on PA18)
-spring of tailwheel not connected to rudder (PA18)
-full fuel tanks found on a C152 with long range tanks, =overweight with a passenger!
-front window full of bugs, hard to fly VFR
-of course the occasional low oil
- I once saw a C152 taxiing with the nose gear tow bar connected.
As mechanic on the big stuff, I have to admit these planes fly with a LOT of known problems, and nearly every flight brings up some things that are not right.
In 5 years of light aviation flying I had the following:
-found loose oil filler cap (the previous pilot had a lot of luck I guess) (PA18)
-no rpm drop during testing of carb heat (found to be the connection rod between engine and lever loose under the hood) (PA18)
-during mag check found engine rpm varying rapidly between 1000 and 1700 rpm on one magneto. (PA18)
- found one main tyre partly deflated (c152)
-also had the pax door opening on take off, since then is an important point on my preflight
-flat battery (prop manual crancking, on PA18)
-spring of tailwheel not connected to rudder (PA18)
-full fuel tanks found on a C152 with long range tanks, =overweight with a passenger!
-front window full of bugs, hard to fly VFR
-of course the occasional low oil
- I once saw a C152 taxiing with the nose gear tow bar connected.
As mechanic on the big stuff, I have to admit these planes fly with a LOT of known problems, and nearly every flight brings up some things that are not right.
Join Date: Mar 2007
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Sent out on GFT to pre-flight a C152 that had had its 50 hour check about a week earlier, but had flown about 20 dual hours in the meantime. Checked the prop and got down low to check the air intake (below the landing light) and found out it had been installed upside down and deformed itself and the cowling. My GFT was postponed until another aircraft was available, but got me a shed load of brownie points with the examiner!
Not so much a pre-flight check, but pre-flight nevertheless, on my the final leg of my qualifying cross country when taking off on Shoreham's bouncy grass I discovered the spring holding the seat lock in place had failed. Hit a bump, back goes seat as does the control column and throttle! Luckily I had just enough flying speed and arms like a gorilla so I was about able to sort myself out. I hate to think what may have happened if I was slower/less monkeylike.
Gareth.
Not so much a pre-flight check, but pre-flight nevertheless, on my the final leg of my qualifying cross country when taking off on Shoreham's bouncy grass I discovered the spring holding the seat lock in place had failed. Hit a bump, back goes seat as does the control column and throttle! Luckily I had just enough flying speed and arms like a gorilla so I was about able to sort myself out. I hate to think what may have happened if I was slower/less monkeylike.
Gareth.
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Only once have I refused to fly and that was a rented C172.
All was ok until I got in. The pilot seat then collapsed back and I could see light coming from a hole between the rudder pedals.
All was ok until I got in. The pilot seat then collapsed back and I could see light coming from a hole between the rudder pedals.
All sorts of FOD, like pens, scrap paper, screwdrivers, screws, a bread knive, washers, and a three weeks old slice of bread. With cheese.
Loose radio, ready to slide out of the panel at 15° pitch attitude.
The usual "only happened yesterday" dents and scratches.
And the scariest: two (!!!) cracks in an engine mount.
Loose radio, ready to slide out of the panel at 15° pitch attitude.
The usual "only happened yesterday" dents and scratches.
And the scariest: two (!!!) cracks in an engine mount.
Fly Conventional Gear
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no rpm drop during testing of carb heat (found to be the connection rod between engine and lever loose under the hood) (PA18)
-during mag check found engine rpm varying rapidly between 1000 and 1700 rpm on one magneto. (PA18)
-during mag check found engine rpm varying rapidly between 1000 and 1700 rpm on one magneto. (PA18)
Join Date: Dec 2001
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One of my mates thought it would be a bit of a giggle if he sent a student out to pre-flight a PA28 which was missing the propeller. The aircraft had suffered a prop-strike a few days before, the damaged propeller had been removed and the aircraft returned to the line whilst they waited for the new propeller to arrive.
The gag almost back-fired. The student never noticed the missing propeller.
The instructor found himself running out to the aircraft at high speed to prevent the student from starting the engine. Without the load of the propeller, he could have over-reved the engine.
Sometimes it's easy to find insignificant little snags (like missing screws) than it is to find bigger important ones.
The gag almost back-fired. The student never noticed the missing propeller.
The instructor found himself running out to the aircraft at high speed to prevent the student from starting the engine. Without the load of the propeller, he could have over-reved the engine.Sometimes it's easy to find insignificant little snags (like missing screws) than it is to find bigger important ones.
Pilot of 182RG complained that he couldn't get the required RPM in flight.
It appeared that the engine cowling was fouling the prop control. Adjusted ground run satis.
Pilot came back with same problem once airborne.
While discussing it he mentioned that he had been getting bits in his water drain from the right tank, but not the left for some time.
Investigation lead to a roll of masking tape swimming in the right tank minus all of its adhesive!!!!!!!!!!!
The adhesive was all through the fuel system and was partially blocking the fuel filter leading to the RPM loss.
Lucky man as he regularly flew it over the Alps.
It appeared that the engine cowling was fouling the prop control. Adjusted ground run satis.
Pilot came back with same problem once airborne.
While discussing it he mentioned that he had been getting bits in his water drain from the right tank, but not the left for some time.
Investigation lead to a roll of masking tape swimming in the right tank minus all of its adhesive!!!!!!!!!!!
The adhesive was all through the fuel system and was partially blocking the fuel filter leading to the RPM loss.
Lucky man as he regularly flew it over the Alps.
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An interesting one on my Tipsy Trainer at Goodwood last weekend.
Discovered two of the bolts on the tailwheel mounting bracket had loosened off. A deckchair from the adjacent viewing area made a suitable trestle while we lifted the tail for the appropriate repairs - much to the amusement of the spectators!
Discovered two of the bolts on the tailwheel mounting bracket had loosened off. A deckchair from the adjacent viewing area made a suitable trestle while we lifted the tail for the appropriate repairs - much to the amusement of the spectators!
