Just remeinded me of the old RAF chestnut.

Three things that are useless to a pilot.

1. Maps in the locker room.

2. Runway behind you.

3. Fuel in the bowser. :)

Don't trust your life to an engine.
Be within gliding range of a viable forced landing location, and continuously assess these options.

Complacency
 

Last spring I discovered that a small exhaust leak had worsened, removed the exhaust and got it repaired by a very good welding shop, (permit aircraft) replaced it and continued to fly through the summer. Two weeks ago the battery wouldn't start the thing so to get flying I swung the prop. An hour later it started no bother. Three days later had to swing it again, I put this down to cold weather, so, removed the battery to recharge it. Discovered a hole two inches dia melted through the underside of the battery casing exposing the plates, no acid left, bone dry. The battery tray is about half inch above the exhaust, I'm surprised it held a charge all summer. Next in the line of fire, literally , is the fuel filter/gas collator/fuel pipe work.
I am not inclined to dwell on "what if" scenarios so I'm not about to lose any sleep over it. However I certainly learned a lesson, don't be complacent just because it's a lovely day to fly and we don't get many at this time of year.

You missed out the fourth;

"Altitude above you"

I reckon 150 Driver's tip is a good one. A little self examination is always worthwhile in this game and a little note-to-self in your log book seems like a good idea. It makes me think I really should get more organised and fill out my log book more than once every 10 flights or so.

Fleetflyer said:

A very practical and good advise that makes sense to me.:ok:

Control and performance are two major factors that, if consistently maintained through currency and frequent flying, will significantly improve the chances of securing positive outcomes in aircraft failure circumstances.

I was in Florida flying during the first two weeks of December 2014 and the aircraft available was Cessna Skyhawk 172 or 182 with G1000 cockpit. The last time I flew a Cessna with G1000 was in November 2011. Since then I've been flying only Cirrus SR20 and SR22.

Even though I successfully completed the checkout in C182 without problems, I noticed some deficiencies in my handling of the aircraft. Clearly, I wasn't current in the C182 to secure the level of control and performance that I'm used to in the Cirrus aircraft. I fly about 50-70 hours in the Cirrus yearly.

Maintaining currency and frequently practicing flight operations in the cockpit is the best way to sustain flight envelope in both normal and abnormal circumstances.:ok:

WP

How awful!

How awful!


Yes you can soon forget how to start a Cessna when it is hot.....

A couple I quite like.......


Pre-Flight - Physically Touch/push-pull Anything that Can or Shouldn't Move

Anytime you have to touch the prop, assume it wants to kill you!!!

Also pay particular attention to fuel pre take off. I have fuel, I have enough fuel, it is in the correct tank, and it is switched on...Oh, and I have put the cap back on:=

... and have I disconnected the grounding wire?

Not too serious in a fixed wing, although there is a risk of a prop strike, but potentially fatal in a helicopter, as a friend of mine found out.

He was lucky that he figured out what was happening before he had lifted too far! :sad:

Follow Captain Sullenberger's example...
 

First learn to fly gliders. Then you will be a much better pilot.

I'll second that. My son (aged about ?6 at the time) kept trying to attract my attention during takeoff... Once I realised he was serious and listened, he told me the fuel cap on his side was missing (PA28, so very obvious). Quick circuit to land, no obvious fuel loss...

ATC recovered it from the threshold - it had been sitting on the wing next to the tank during taxy.

All women lie about their weight!

I took a young woman from my office flying on a warm day, and tactfully asked her just to discreetly write her weight down so I could do a 'weight and balance' the night before. With hindsight we were well over max weight on take off;initially I had trouble taxiing in a straight line (I thought I had a flat tyre!)and the stall horn squeaked on climb out. Fortunately I had located to a long hard runway and optimized the fuel load.
With hindsight, if the engine had just run sick for a moment, we would have been in deep trouble, with a stall/spin accident looming large. As it happens, we had a very sociable flight, but I emerged with a few more gray hairs and a lot more cynical.

They do because they don't know how serious it is not to tell the truth. But then you can't say 'Tell me the truth or we'll die.'

As a rule of thumb I add 28 pounds onto any weight a women gives me.

Thing, that is 2 stone, or two dress sizes. Dear God, that is a lot.

Do they lie so much?:eek:

That's what the scales at the flying club are for.

Always ask yourself "What's the wind going to do to me?"

Learn to "Guestimate" before you Calculate....

And just because no one else has said it yet...

"It's never good to run out our airspeed, altitude and ideas all at the same time!" ;)

DD

Don't try and multi-task when walking through a packed hangar or on a flightline. Trailing edges make very effective meat slicers when they catch you unawares.

Through out my entire flying career I have always remembered "There old pilots and there are bold pilots, but no old, bold pilots". I can name at least two old friends who forgot that one and are no longer with us due to aviation incidents. Also "there is always plenty of gravity - how much fuel have you got?" This thread is full of other similar excellent "aide memoirs".

P.P.

In my experience yes. I don't think they lie deliberately, they just see a different person to the one you and I see when they look in the mirror. I also add ten pounds onto any weight a male gives me as well.