Something I do that I see so few students do (and a lot of certificated pilots and instructors) is to really go hands on with the airplane during the walk around. I worked in the navy fighter community on F-14s and F-18s for a decade and one thing we always learned to do was touch and feel the airplane to see what she tells you. Looking alone will not always tell you every thing. Twist some screws for tightness, juggle a cotter key to make sure it's not on the verge of shearing off during vibration. Actually push on a tire to see how low it really is. These airplanes are meant to be touched and so many things will not reveal themselves with a simple cursory glance. Go hands on with your plane. Move the control surfaces by hand so you can really get a sense or freedom of motion. If there's a catch or a binding spot, you'll feel it. But not if you're afraid to touch it. Take the time to really feel what your airplane is telling you.
24 for 24. I slow down and am mindful of checklist discipline. I fly a jet for work, fixed wing GA for fun, and just started training in helicopters. At the end of my most recent fixed wing flight review the CFI said, "work on memorizing the checklist in flows so you can get them done faster." After thinking about that I thought, "no, I fly multiple different aircraft so I'm going to be checklist reliant."
24-4-24! My instructor and I always do the 'roll.' It's not on any of the checklists I've used, but once ext and int preflight are done, we roll the plane forward a foot or so to check the undersides of all three tires. More than once we've found a flat spot that was all the way down to the white lines.
Definitely agree with the "dummy check". I do the same after putting the plane away and returning the keys to the club. I walk back to the plane and give it one last look before leaving the airport.
24 for 24. Last thing I do after cruise checklist is turn it to my emergency section. I also do the chock and tow bar checks. If the tow bar is on the plane it is in my hand. I never let it go
24 for 24! Great videos, MzeroA! This isn't necessarily a preflight check item, but I never put on my headset until after I've started the plane. These new headsets are really good at blocking out the noise. Which is great inflight - but I need to hear my engine and listen for any abnormalities during start. It's also important for me to hear any warnings from someone outside the plane that may be seeing something I can't. What if there's an unexpected obstruction? What if there's smoke?
1. Check all the nuts n bolts by going through touching them if its not loose or anything 2. Sit down at the tailplane and look beneath the whole belly of the aircraft for damage n symmetry of aircraft surface 3. Cleaning windshield as the end as my personal checklist item 4. In dummy check look for if cowling hood is rightly correctly closed
24 for 24 here. I like to use the Japanese Shisa Kanko method. It’s where you point and call out the thing you are checking. By adding a physical action to the thing you are checking, your mind will easily remember whether you actually checked the item or not. I’ll use the dummy check the next time I fly to double check my work the next time.
Thanks Ben. I've started using the Shisa Kanko method when doing pre-landing checks. It really works. Here's a useful video for anyone who's interested: czcams.com/video/9LmdUz3rOQU/video.htmlsi=zHB8azBtRTnvaJ27
24/4/24 N177VC. I repeat to myself “Think like a commercial pilot” to get myself properly focused - taxi on center line, no distractions, focus on situational awareness, both on ground traffic and listening to radio for airport traffic. I’m in a pilot controlled airport.
24/24, good advice. I fly a PA-28 from my old school. I’ve gotten in a habit of pulling the plane forward to check the complete condition of the tires. We’ve went out before and the plane had flat spots all the way to the cords from a student on the brakes incorrectly. So, I always pull the plane forward enough to see all three tires in their entirety. Also, we had an instance where an instructor and student came in and a main link broke at the knuckle(this particular landing wasn’t hard according to the instructor). Anyway, I always look over the main links closely with a light as part of my outside preflight.
Another great video. I do check the color and quantity of the oil, I visually check the fuel sumps AND I smell the fuel. You would never know if Jet A fuel, which is clear or straw color, was added by mistake. It may slight change the ‘blue’ color that you’ll never notice, but your nose should pick up on that Kerosene smell. Lastly, before start, I visually check the fuel caps to ensure I did replace them and turned to the appropriate ‘locked’ position.
Checking tire pressure (with gauge). Removing the chocks. Doing the "roll" check for all tires. Break system pipes for leaks. Look for "fraying" on surface control's wires. Making sure the oil check compartment door is closed. Making sure after sump, there are no leaks. Sometimes, make sure you brought the flight log book too or is the walk of shame back to the office.
24 for 24, Jason! "The dummy check" is the most important item on the checklist. It gives you a second chance to verify every thing you just checked. It saved my iPad once because I left it sitting on the co-pilot side of the wing. Another pre-flight item I added to my planes checklist - especially in the world of EFB's, a spare battery pack for the ipad or phone. Sometimes, it's not enough to rely on ships power for your tech and an extra power source is absolutely necessary for a long cross country.
I rent aircraft about once a week. The first thing I do is check the fuel tanks, so the FBO can get a fuel truck rolling if needed while I take care of other aspects of the preflight and I'm not delayed on a flight-planned departure time. The last thing I do (and I tell my passengers to do) is to go to the restroom, because there isn't one on a plane this size!
In ForeFlight, I have an "en route checklist" under the checklist tab that is a quick reference text listing of every temp, pressure, rpm, or speed, as well as their normal ranges, for the plane. No racking your brain, no digging through the manual. Instant answer.
24 for 24! I am a student pilot, and I try to always be very rigorous with each section of the checklist. An additional check I perform beyond the checklists is the main landing gear wheel brake system pipes, as I have found small fluid leaks due to loose nuts. Currently in my training I fly almost only a C-150. Many thanks Jason and the community for all you share, I find it a great help in my study.
24/24✈️ great lesson Jason. As an owner. I have to be even more diligent. It easy to become complacent. Treat every preflight like you are renting and stay focused. When I rented. I doubled and triple checked😂. Stay safe!
As owners we are often the only people flying the plane. Stuff can happen - especially out on the ramp. There is no one else to find the problems! Preflight on your own airplane is arguably more important than in a rental!!
@@jeffconstantine4341 I agree. I have developed a preflight for my plane that is much more detailed then the poh. But as an owner I also know how my plane has been flown and maintained. Beyond a review of the logs, it is sometimes questionable how rental planes are flown and treated. So when I have rented I even contact the A & P of the plane if I am taking passengers.
24 for 24 done. 👍🏼 In my experience it is a good practice also to perform those same beyond the checklist inspections you mentioned after you land, refuel and park the aircraft. Sometimes you find things after a flight that are better found then I have taken care of before the next flight.
24 for 24 - Current plane is a DA40NG - checking static ports is not on the list. Also, based on a fractured spinner bulkhead on a PA28 years ago, I look all around where the spinner mounts for cracks. And big thumbs up on the dummy check. Great way to avoid chocks (I've done it), tow bars (haven't done it yet), tie downs, etc. Also, during the dummy check, I try to just step back and look at the plane for anything odd.
24 for 24. 😊 Jason, thank you for yet another useful video. One of my favorite things about it was the priceless expression on your face when you said, regarding cold starts, "..It isn't gonna start..." That was perfect. I learned to fly in Fairbanks, AK, and Anchorage so many years ago and that comment brought back some funny (and not so funny 😮) memories. Thank you for being so wonderfully generous with your knowledge and importantly your _time_ .🙏
24 for 24! I fly a C172. My extra list includes: 1) I always check to confirm that the fuel caps are secure. Even after I've checked the level of fuel. I'll still touch them one more time. I've heard too many stories about this. 2) I always check the oil twice to be sure I read it properly and do examine the quality of the oil. 3) After I have completed the preflight walk around, I stand in front of the plane and scan the entire plane. I then go to the back and do the same thing. I'm looking at the fuel caps, making sure the tow bar is off, etc. (I guess it's my version of the dummy check). 4) In cold weather, we always preheat the engine for at least 30 minutes before starting. It makes starting so much easier. 5) Post flight, we always try to leave the seat belts latched and laying across the seat. It makes for a clean environment when you enter the plane and gives a level of professionalism to passengers. If I'm flying by myself, I confirm that the passenger seat seat belt is laying across the seat and latched. I've pulled the plane out of the hanger before and found the passenger seat belt hanging out of the door.
All caught up. 24 for 24. I like reading through all the comments. Great idea Jason! My comments are more how I handle the checklist rather to ensure they are done that going beyond the checklist. I primarily fly a Cessna 182P and V35 Bonanza. I like using the GUMPS check. G - Gas on fullest tank U - Undercarriage down M - Mixture full rich P - Full forward S - Seatbelts/Switches: fastened/landing lights on I also like DTCIGARS - quick and efficient way of ensuring everything is done prior to takeoff. It covers most if not all which can get you pilots into trouble. D - Doors Closed T - Trim set C - Control surfaces I - Instruments (GPS, radios, barometric pressure, transponder 10:0010:00 ) G - Gas on fullest tank A - Altimeter R - Radios S - Seatbelts/ switches (lights) Lastly, after landing I use. Flaps, flaps, lights, lean, trim, transponder. Flaps - retract Flaps - open cowl flaps Lights - turn off Lean - for taxi Trim - rest trim for takeoff Transponder (1200) All just technique, but a quick and thorough way to cover important items.
24 4 24! I check for the actual tire pressure with a pressure gauge and reinflate as necessary. Makes a huge difference for ground handling when you have the right tire pressure. Also clean the windshield inside and out for visibility.
Over 20 yrs ago now, when I first got a hangar for my Beech… started taxiing with the tow bar still on the front wheel! Luckily some people saw it and flagged be to stop! I learned that one time to NEVER take my hand off the tow bar! I always take it with me if I stop towing the airplane, even if just for a minute…
I use this memory item for my C172 IFR training “CFI TM” (think it as CFI trademark), C is for checklists, F for frequencies, I for instruments (it includes the flight plan/approach) T for timer (I always forget it) M for missed approach/minimums (basically a reminder for briefing every approach). Thank you for your amazing content Jason!
I always do the dummy check before I get in the airplane even if I have only been out of it for two seconds. I physically point at the things I’m looking at and I touch the gas caps. I do this without fail because it gives me peace of mind. Once many years ago on my final walk around (dummy check) I discovered that a gas cap was not properly seated and ever since then I know I won’t feel comfortable on the flight unless I did the walk. I had the same walk around habit when I was in the fire department. It saved us from losing loose equipment many times over the years. Thanks for another great video.
Cessna 152 student pilot - while in the hatch to check oil, I look to see if I can find any dampness on or around the engine of what i can see of the engine bay. The dampness could be from an oil leak; 152s are not water cooled but I realize some models are and could be a water leak. I look for bird nests and other foreign obstructions. On the front cowl I can easily check the tightness and wear of the alternator belt. Once in a while during a day flight inspection i will turn on the anti-collision lights on the wings. I never know when my instructor or another student will be night flying so I will check them lights sometimes and if one is not working, I can tell my instructor. Good job on your videos, I try to put in what I hear from a lot of your content into my studies and flying, keep up the good work!
24 for 24! A couple of things I do beyond the checklist is to 1. check that the cotter pins are present and in good shape on the main wheels - HOPEFULLY preventing loosing a wheel. 2. This time of year in WI, I always kick the tires to make sure the brakes are not frozen.
24 for 24 from Hungary. The most commonly forgotten thing for me is the Pitot tube cover, just like you Jason with the oil door - strapped in, headset on, I look out the left window and there it is... But the most embarrassing thing for me was that 1 time when I left the folder with all the aircraft documents on the horizontal stabilizer - startup blew it right off with the documents flying all around the apron - luckily all survived the incident. What made it double embarrassing is that I was with passengers... Anyway, to your question, the extra things I do during preflight which are not part of the checklist: 1. knock on the underside of the fuselage while walking back towards the tail - if any of the elevator or rudder cables are about to or already came loose or disconnected, I'd immediately hear the rattling of the components 2. knock on the wing support (Cessna 152/172) to ensure it's not about to fall off 3. (after carefully checking that it is clean) suck on the stall warning horn to ensure it is actually working
24 for 24: I am grateful I had a good CFI for my Private Pilot training. He showed me the importance of checking both quantity and quality of oil. He also showed me the "Dummy Check" just a different variation. I kneel down at the front of the airplane about 10 feet in front of the spinner and scan under the belly from wingtip to wingtip. Then as I enter the plane, a piper Cherokee 6 (I learned in a tomahawk) I scan the top of the aircraft. Now for the story of the step in the checklist I missed: I flew up to visit visit and have lunch with family in Graham, TX. After lunch am departing the airport on a hot Texas summer day. I taxi with the door propped open. And yes, you guessed it, I forgot to shut it prior to takeoff. Now had I jut held it open on taxi during takeoff it would have shut on its own. I, however, had a big block lego I used to keep the door open on taxi still wedged in there. So I reduced throttle to idle, taxied back then made sure to properly secure the door prior to takeoff. SO MANY PEOPLE WITNESSED THIS.........hahahahaA good pilot is always learning!!!!hahaha
Generally 172’s. My first instructor told me to take the screwdriver end of the fuel sampler and gently tap the exhaust stack and prop blades (fixed pitch metal prop). He said that those items should be one piece and if they ring that is a good indication that they are free of major cracks. If you get a thud sound that suggests that you might want to have it checked.
24/24. In the springtime, I always reach my hand up through the cowling, on a 150, and check between and around the cylinders for birds nests. As far as the dummy check, that would have saved me from taxing to the run-up area with the tow bar still attached to the nose wheel. Luckily, someone called me on the radio and told me.
24 for 24: I’d add one thing that isn’t often on checklists, as they focus on your own aircraft…check the other parked aircraft near you while you’re doing your preflight or as part of the dummy check, then again once you’ve finished shutdown do the same: I once finished a lesson and was doing final post flight checks and noticed neighbouring aircraft hadn’t been chocked by its student: could’ve been a hazard. Also being aware on ground what other aircraft are doing while they’re wrapped up in their checklists…eg loose gear, wash behind props
Removing tow bar whenever you stop to do your preflight. It’s easy to forget because you can’t see it from the pilot/copilot seat. I once taxied across the tie down area and after shutting down and stopping I realized I had left the tow bar on. It had just slid along and didn’t touch the prop or damaged the tow bar but imagine if it had been pushed up by a tar strip or stone/debris and contacted the prop. That lesson stuck. And I shared it with the others on the airport and heard at least three others saying they had done the same at some point. One of them ended up paying for an IRAN of his engine and replacement of his prop as a result. It takes ten seconds to remove the pull bar and place it outside the lateral wheel track when you stop. Small inconvenience to save a fortune in possible repair, time and embarrassment.
24 for 24! One thing I’ve been doing outside of the checklist is during the run up, I check revisionary mode on the G1000. Not only does this give the engine more time to warm up prior to setting the mixture, especially out here in Colorado, but it also ensures that it is working correctly in case the pfd or mfd fails. Thanks for another great video Jason!
24/24 same as you Jason. When I was flying smaller aircraft I would walk around twice. The first time to cover the POH items the second to observe. I would look at what was around the aircraft, how I would taxi clear, what direction I would go and even which direction I would depart the field or lake I was flying out of. Good work as always, keep it up Jason!! 10:00
Glad to report I am all caught up and looking forward to next week. My "extra" is a walk around to check the lights before I go in and complete my preflight. On a side note, I have completely enjoyed episode 16... especially the photo bombing runway marshal, and the fact that since I moved to the U.K., you found that 26 c was "chilly". Oh to fly in Florida! Loved episode 23 with the "game".... such a great idea!
24/24! I always walk around the airplane without the checklist. Helps me not missing the tail tie down, the charger plug, the leak, etc. Look at the whole, then get to the details.
I perform the preflight inspection every time in the same manner. When done, I step back about 25 to 50 feet from the aircraft and walk a complete 360 circle...my version of the dummy check. Also, I check spare batteries, spare radio and spare flashlight are available and organized in my bag.
24 for 24. I always make sure the Garmin 530 is up to date. Also I check my headsets. I was at a non-towered airport doing touch and go’s. I realized when after another plane landed that I could hear them but they could not hear me.
24 for 24, amazing that you bring the items up that you did I think I am guilty of most of them, chocks left in, etc. But, one thing I added is to check that the oil filler cap is on secure. I fly a '63 182 and the filler door and dipstick doors are in different locations. I took off one time and immediately had oil running up the windscreen. Lots of runway left, landed and taxied back to find the filler cap was loose and popped off. Was a big mess to clean and did get a call from the FAA but all was good. I check it every time now especially after oil changes or oil was added. And of course the dummy check is a must!!!
24 of 24 I almost left the tail tied down once. So dummy check is very important, it kept me from looking like a fool that day. Piper Cherokee-I always look very close at the cylinder heads especially number 3 for any signs of hot spots, cracks or blowby around the gaskets. I also pay close attention to any oil spray inside the cowling and under the fuselage. Before i start the preflight, I look at the entire airplane for damage and the ground for liquid or stains.
I left the pitot cover on and didn't realize it until the airspeed indicator didn't work on takeoff. I had to abort and the tower guy at Lakeland KLAL knew what I did and made a wise crack that left of bit of burn.
24-24. What I do extra: if the engine is cold, winter months in MS, and I’m the first flight of the day, oil is cold and thick. If the temp is below 32 but above 25, i would carefully spin the prop. A mechanic told me to do that. ONLY if you’re the first flight of the day or the plane has been sitting for a few days. Because always settle back into the oil pan. 3 to 5 times works. You can feel the difference because the first turn it’s stiff after a few turns it loosen up.
24 for 24! Flying out of eastern PA, especially right now in the winter, I believe everything you said is very important, it’s easy to miss something or even rush through a preflight when it’s freezing cold and all you want to do is get that heat on and go.
1. I make sure the wings/elevator are well attached by moving the plane gently from wing tip. 2. After flight airplane inspection 3. Make sure seat is well attached
In addition to the preflight, I also add a post-flight dummy check before leaving the ramp: master off, keys removed, doors latched, plane secured, etc. Would be embarrassed to admit how many times that’s saved me.
Some of the things that I add to my checklist are the following... 1- As I am reading off the checklist I am also looking for any other issues with the plane prior to each checklist item like missing rivets, etc. (Prior experiences). 2- Inside the cockpit I am looking for loose plastic panels that may pop out during flight, seat tracks that may be malfunctioning (prior experiences). 3- Curl up tie down ropes.
24 to 24! Always a FINAL walk around ~10 feet from the aircraft. With cross-check: "cowl plugs and pitot static cover removed". The hands on is with the checklist "in hand". During TO and LDG, brief "HEELS ON THE FLOOR" to avoid landing with the brakes locked. Please publish a summary of all these things... maybe even as an "expanced 10x checklist". Jer/ Eberhard
24 for 24! Going beyond the checklist, in high wings I raise the wing in the direction of the turn before committing to check for traffic; in low wings, I lower the wing. I would rather see something coming my way than have it suddenly be on top of me.
24 for 24. One thing I do is I walk out to the front of the plane and scan the lines of the plane from wing down to the gear and back up across etc. That way I make sure I didn’t forget anything and it gives me an opportunity to really stop and look at the plane and focus on what I’m about to do.
I have not done the “dummy” thing as a student pilot yet. But as a truck driver, I’ve forgotten to latch one side of hood, and forgot a fuel cap, and made sure the roll up door was latched and locked (just wasn’t latched properly closed). So I’m getting slower and double checking my walk arounds more and more.
Left chocks on for my PPL checkride!!! Someone used those tiny little Cirrus chocks on the 172 I was using. No wider than the wheel. Impossible to see unless you were REALLY looking. Now I REALLY look every time.
24 for 24, thank you for another great episode Jason! Three things I’ve incorporated into my pre-flight routine: 1) take care of all service items (fuel, oil, and air) first. The reason for doing so is to minimize disruptions during the initial pre-flight walk around. 2) Keep the tow bar in my hand for moving the airplane or have it stowed in the baggage compartment. Never leave it attached to the nose unattended even for a minute. 3) Accomplish that final walk around that you mentioned just before getting in. Looking forward to learning more from the comments of others. Let’s all help each other!
24-24 and confession time.. 10 years ago me and a buddy went up for our routine IFR currency, 1st flight was in the Mooney, after an hour and a half we tucked it back into the hangar, jockeyed a Cessna 150 out to get the Cessna 172 out, hit the same 3 airports (in reverse order) as before and as I was coming in for our final landing (9:30ish at night) my safety pilot said make this your best landing ever followed by the towbar is still connected. Luckily it was a collapsible towbar and jammed keeping it well away from the prop arc.. All checklists have been modified to include "Towbar Removed" in 3 separate areas prior to engine start, wasn't my proudest moment but it was my best landing EVER...
Dummy Check is a kind way, we call it the Oh Shirt* Check! (OSH) because we've seen or done coffee on the wing, chocks in, traffic cone in front of prop... going SLOW is fast, and FAST is slow... Great call on the oil quality and awareness of the engine condition!
If there is anything left to complete on check list or needs redone on check list before start-up, as example last preflight restroom stop and airplane is chalked, I leave the oil access door on the cowl of my Mooney open. It is a very visible reminder of a non-standard or out of sequence condition. Works before getting in the plane for sure before start.
Whenever I take the padlock off the hangar door I immediately close the lock so that when I leave the hangar I can't lock my hangar key inside. Don't ask me how I came up with this one. Also, if you fly a plane where the pilot and passenger headsets plug into the same panel, verify that you have the pilot headset on your head (tandem seat configuration and panel behind and above pilot seat so not visible unless you turn and look). Turns out that the tower can't hear you when you are wearing the passenger headset. Again, don't ask how I know. Suffice it to say that I learned about communicating with the tower using a series of clicks (that they could hear). The scary thing is that I left an uncontrolled field on that flight and clearly nobody was hearing my radio calls. Just yesterday I had to notify the plane in front of me in the runup area that they had a pitot cover flapping out the bottom of the pilot door. Oh, and I added "FLIGHT PLAN....CLOSED" to the shut down checklist. Our club used to have this on a sign on the inside of the hangar door. That one only took me 2 or 3 phone calls from Flight Service to figure out (slow learner). Also (sheesh, this list is getting long) I used to belong to a club and one morning (before I thought the tower was opened) I made some calls to the tower just to make sure and got no response. I was on COM1 for those calls. I was listening to ATIS on COM2 and that was coming in loud and clear. Given the time of day and the fact that I heard no response, I assumed the tower was closed and I proceeded to taxi and made radio calls consistent with an uncontrolled airport (which it is 12 hours a day). I announced taking the runway and as I rotated, much to my chagrin, I saw a green light coming from the tower. I proceeded to my destination while troubleshooting the problem and it turned out that the previous pilot had turned the COM1 volume down all the way but not off (not sure why someone would do that). As expected, when I returned to the towered field, I got the dreaded "Possible pilot deviation, advise when ready to copy the number to call..." This resulted in me writing up a NASA report and having a nice conversation with a pleasant fellow from the local FSDO. No adverse action came from that but I never forgot it. After that, I check ATIS on both COM 1 and 2. That's all of my confessions.
24 for 24. I make personal notes for items I need to remember that aren't on the checklist but the instructor has to occasionally remind me of. Helps cut down on those red-faced moments.
24 for 24! - one thing I do (C172L) is dip both tanks and oil during preflight (after refueling) - THEN each time I full stop land. Cessna's are notorious for fuel tank air venting issues. This habit has enabled me to have a reliable measurement of my fuel burn (+/- 8 gal/hr) but when it's ever out of whack - I have an early warning to a possible bigger problem. I also check the pin that holds the rod for the trim tab on the right stabilizer - after once I just happened to see the pin lying on the ground under the airplane - I would have very likely lost my trim during flight. I too do the dummy check - saved me many times!
24 for 24. If this was hours, it would be a long day. My CFI added grab the fuel tester as an initial item in the checklist so that you don't have to come back and get it on the wrong side of the plane. He also added put keys on the dashboard so that you don't "accidently" start the plane without doing EVERYTHING and being totally safe. Finally, because we borrow headphones, he added it to my checklist at the end so that I don't have to walk back across the flightline. He's says his not lazy, just tries to be efficient. I know he is not lazy so I appreciate his efficiencies. (Training, Cessna 172).
24 and 24. I do a post flight dummy check in the cockpit. After everything is chocked and tied down, I make one more check inside to make sure all switches are off and gust lock is in.
24/24. 1) Walk up to plane directly from front and look for any imbalance, deformation, asymmetry, tire shape. 2) Look at fasteners and rivets (esp engine cowling), tap wing on ribs, listen for looseness.
24/24 here. Beyond the checklist, I do an audible “Gear Down” call out during my downwind GUMPS check, but also after the base turn, turn to final, and even short final. Better be sure. Flying a Mooney M20J 201.
When I get to the wing tips, and elevator tips, I (gently) lift & pull on the wings, listening for popping or cracking sounds that will alert me to structure problems.
24/24. Very good tips. Jason. A "dummy" walk around would have saved me the embarrassment of having to shut down the engine and get out to remove a wheel chock. I used a checklist on my phone that I can personalize so I added remove wheel chocks and tiedowns to that list. I also added "check fuel quantity with dipstick". The fuel gauges on my Mooney M20C were not very accurate.
24/24! The cowling on my Bristell is easily removed. First flight of the day I take it off and look for any anomalies, fluid leaks, hose condition, etc.
24 of 24. I've learned to do the dummy check the hard way. I normally fly a 172 and the Warrior infrequently. One morning I forgot the chalks on the nose wheel. We were all strapped and ready to roll and the plane wouldn't move. What a pain since there isn't a door on the left side. A guy came out of his hanger next to the plane and pulled the chalks for me. Talk about embarrassing. It's amazing the number of pilots that have issues starting the engine. The mechanic keeps a close eye on the pilots when starting. You can find him lurking around a corner of something ready to assist when it wont start. Nothing takes the fun out of flying having a finickay starting engine when you have to hand prop it!
- I always start with my seatbelt unbuckled, once it’s running, then buckle. Why? I watched a CFI with student both panic, trying to get their belts undone when the over primed engine backfired and caught fire. - Check the flight controls, prior to taxi. If there’s an issue, you’re going to have to taxi back anyways, so why even leave your parking spot. - Never leave the tow bar attached, unless your hand is on it. Why? A group of hanger rats were sitting at our terminal building one cold, calm day, watching some flying activity when a C150 came in after a cross country that took him across semi frozen Lake Erie. As he taxied up, we all noticed the tow bar still attached. Upon exiting the bird, I thought he was going to puke. He did turn white for a while.
24 for 24. Great video. About 5 years ago I broke from my usual preflight routine. I had finished the preflight and the very last thing I normally do is remove the tow bar and stow it. On this day I needed to use the restroom before getting in the plane to start and taxi. After I went to the restroom I walked back to the plane and since the left side was the close side on my return I got right in. The plane was at an angle to me in such a way that I did not remember that the tow bar was still attached nor did I see it attached. I started the plane and taxied and took off. The amazing thing is the tow bar apparently stayed attached during taxi and take off and did not make a crazy sound that was noticeable to me or could not be felt or heard during taxi, run up or take off. It apparently fell off over the departure end of the runway that day. It was not noticed to even be missing until the next day when another pilot went to fly the plane. The plane was towed into the hangar after my flight with a golf cart . It was a scary reality to me to learn I had done this and almost made me consider giving up on flying because I felt so scared that I had missed this part of my preflight. After much analysis I realized the whole reason it happened as I got rushed to take off and did not do the final walk around the airplane after the preflight for one last look after returning from the restroom. Ever since then I always do that last walk around just to look at the plane from about 20 feet away. I was blessed the day the tow bar fell to the ground that the airplane was not damaged and no one on the ground was hurt. The only thing hurt was my ego and my wallet for about $300 on the purchase of a new tow bar. I hope my story helps others and someone can learn from my mistake. If anyone has done something similar please let me know in the reply. Safe flying everyone!
24 for 24. After pulling onto the runway, just before takeoff, I always check that my flaps are set, mixture is full rich, and the window is closed. It's a very quick check, but it has saved me from making a mistake a few times.
Jason, the "dummy walkaround" may be one of the best tips ever. I once was flying a low wing DA40NG, not a Cessna as I normally do, and I got distracted draining the Jet-A and was too focused on trying to avoid getting it on myself. And I almost fogot to remove the right wing tie-down chain. Let me suggest that the post-flight dummy walkaround may be just as important. We are all a little tired after a few hours of flying. I did a postflight cockpit check and realized that I had almost forgotten my expensive ADS-B. And then thanks to the postflight dummy walkaround, I realized that I almost forgot the pitot tube cover. How could I possibly do that? We all forget that single pilot IFR is mentally fatiguing, and there a lot of miscellaneous things to clean up at the end of a flight, ipads, chargers, cables, mounts, backup paper, headphones, notepads. One final inside and outside postflight dummy walkaround is definitely part of my new checklist. Thanks for all your thoughtful content.
24 for 24 here. I rent Piper PA28 products - Cherokee 140s and a Warrior. With these bad boys you can open the cowling and half the engine is staring right at you. Here are my items: 1. If the aircraft came out of maintenance recently, check the tightness of the oil filter and oil cooler lines. The oil filter _is_ safety-wired, right? 2. For that matter, do a thorough preflight. 3. Opening half the cowling will tell you right away how hot the engine is, or how hot it will be once you have filed your flight plan, signed out, etc. 4. Be a proctologist, and go to the back of the aircraft and carefully inspect the bolt that secures the actuator rod to the stabilator. Make sure it’s there, and there is no looseness when you move the stabilator up and down. 5. Step back and inspect the bolt and nut that attaches to the rudder. They should be there. 6. As Jason says, take one overall look at your bird before climbing in. Look at the wheels and see no chocks there. Ensure there are no tie-downs attached. Physically check the fuel caps to ensure they secure and not cross threaded. Look at the cowl latches, they are correctly closed, right? When I used to rent an Arrow, I would also check the propellor. Using your hands, try to twist the blades as if you were changing their pitch. Try moving the ladies away from the hub. They should be snug with no movement.
24 for 24. My instructor always requires me to recite my procedures for engine out on takeoff, even if we’re practicing full stop and taxi backs. Allows me to expect that something could go wrong, so I’calm and collected if it were to happen.
I check the baggage area to make sure things are tied up so they won’t fly around if we encounter turbulence. Also make sure the fuel caps are well closed.
Also look at your struts--Case in Point. During a preflight check in KSNA on a B-757 there was no inner liner visible on all three struts. I've been in the aviation industry since 1980 and never have I ever observed not only one strut but three. First thing I did was ask the flight attendants if they were the same crew that brought the plane in since the pilots had already gone home; so I asked them and they said yes and I asked how hard/firm the landing was since it is a short runway for a B-757. They said it was firm so I said uh-huh and I said are all of your backs ok? They smiled and said yes. I said good because this plane needs to be serviced by contract maintenance because this is a no go item. Of course explaining this to the 186 passengers aboard the aircraft was interesting since I told them I have never seen anything like this in my 42 year career. Good news was that it was only a 35 minute delay and we were close to on time heading to KDTW. I did fly at .82 mach instead of .79 to make up the time.
24 for 24, my addition would be similar to your dummy check. My instructor called it rollout/big picture and it was on his Warrior checklist. I add it as my last item on my T182T. I step back and look at big picture. Does anything look out of place, hows the plane sitting, cargo doors ect. We focus on each item thoroughly but I feel like this brings it all together in the end. I heard a long time ago, don't walk through the legs of an elephant focused on the fray in the carpet. Corny saying I know but sometimes we miss the obvious because we are hyper focused.
24 for 24. I regularly rent Pipers at our flight school. During the engine compartment check one time I found one of the spark plug connectors was loose, it looked fine based on the "visual check" criteria until I tried turning it. Now I do it every time, unless of course the engine is too hot!
24 for 24! I always make sure my handheld radio works, tap the exhaust and prop to listen if they sound different than normal. Then I'll step back and just look at the plane to see if I missed anything. C-172N
24-4-24 great stuff, first thing before check list is stop when walking to plane, take deep breath, remind myself what I'm about to do... Dummy check, heard on Radio, "81L (my plane) baggage door open," as I'm taxing down to hold short line, doh!!?
twenty-four for twenty-four. I'm an aspiring student who flies with my dad (Instrument rated). We take our time on preflight, especially looking over landing gear :D
24 for 24! I fly a PA28 Piper, and one thing I do additionally is check fasteners on the rear tail section, that if they came loose, would interfere with the movement of the flight surfaces (the stabilator for instance).
24/24. After runup, I call up the tower and hold the checklist in my hands until I hear the words "cleared for takeoff" to avoid a possibly runway incursion. At non-towered fields I hold the checklist until I have made my radio call and checked for traffic.
Something I do that I see so few students do (and a lot of certificated pilots and instructors) is to really go hands on with the airplane during the walk around. I worked in the navy fighter community on F-14s and F-18s for a decade and one thing we always learned to do was touch and feel the airplane to see what she tells you. Looking alone will not always tell you every thing. Twist some screws for tightness, juggle a cotter key to make sure it's not on the verge of shearing off during vibration. Actually push on a tire to see how low it really is. These airplanes are meant to be touched and so many things will not reveal themselves with a simple cursory glance. Go hands on with your plane. Move the control surfaces by hand so you can really get a sense or freedom of motion. If there's a catch or a binding spot, you'll feel it. But not if you're afraid to touch it. Take the time to really feel what your airplane is telling you.
I was a plane captain on F-4s at Miramar 74-77. I concur. Went on to be an FE on P-3s for 19 years. Good times!
So good! Excellent addition to the list thank you!
24 for 24. I slow down and am mindful of checklist discipline. I fly a jet for work, fixed wing GA for fun, and just started training in helicopters. At the end of my most recent fixed wing flight review the CFI said, "work on memorizing the checklist in flows so you can get them done faster." After thinking about that I thought, "no, I fly multiple different aircraft so I'm going to be checklist reliant."
24/24! “Going potty” is always the last item of my checklist just before final walk around!😂😂😂
Same!! 😂
SAME!!!
24-4-24! My instructor and I always do the 'roll.' It's not on any of the checklists I've used, but once ext and int preflight are done, we roll the plane forward a foot or so to check the undersides of all three tires. More than once we've found a flat spot that was all the way down to the white lines.
Definitely agree with the "dummy check". I do the same after putting the plane away and returning the keys to the club. I walk back to the plane and give it one last look before leaving the airport.
24 for 24. Last thing I do after cruise checklist is turn it to my emergency section.
I also do the chock and tow bar checks. If the tow bar is on the plane it is in my hand. I never let it go
24 for 24! Great videos, MzeroA! This isn't necessarily a preflight check item, but I never put on my headset until after I've started the plane. These new headsets are really good at blocking out the noise. Which is great inflight - but I need to hear my engine and listen for any abnormalities during start. It's also important for me to hear any warnings from someone outside the plane that may be seeing something I can't. What if there's an unexpected obstruction? What if there's smoke?
Very good advisement. I usually wait until l’m in air before I turn on the noise canceling on my headset.
1. Check all the nuts n bolts by going through touching them if its not loose or anything 2. Sit down at the tailplane and look beneath the whole belly of the aircraft for damage n symmetry of aircraft surface 3. Cleaning windshield as the end as my personal checklist item 4. In dummy check look for if cowling hood is rightly correctly closed
24 for 24 here. I like to use the Japanese Shisa Kanko method. It’s where you point and call out the thing you are checking. By adding a physical action to the thing you are checking, your mind will easily remember whether you actually checked the item or not. I’ll use the dummy check the next time I fly to double check my work the next time.
Thanks Ben. I've started using the Shisa Kanko method when doing pre-landing checks. It really works. Here's a useful video for anyone who's interested: czcams.com/video/9LmdUz3rOQU/video.htmlsi=zHB8azBtRTnvaJ27
24/4/24 N177VC. I repeat to myself “Think like a commercial pilot” to get myself properly focused - taxi on center line, no distractions, focus on situational awareness, both on ground traffic and listening to radio for airport traffic. I’m in a pilot controlled airport.
24/24, good advice. I fly a PA-28 from my old school. I’ve gotten in a habit of pulling the plane forward to check the complete condition of the tires. We’ve went out before and the plane had flat spots all the way to the cords from a student on the brakes incorrectly. So, I always pull the plane forward enough to see all three tires in their entirety. Also, we had an instance where an instructor and student came in and a main link broke at the knuckle(this particular landing wasn’t hard according to the instructor). Anyway, I always look over the main links closely with a light as part of my outside preflight.
Another great video. I do check the color and quantity of the oil, I visually check the fuel sumps AND I smell the fuel. You would never know if Jet A fuel, which is clear or straw color, was added by mistake. It may slight change the ‘blue’ color that you’ll never notice, but your nose should pick up on that Kerosene smell. Lastly, before start, I visually check the fuel caps to ensure I did replace them and turned to the appropriate ‘locked’ position.
Checking tire pressure (with gauge). Removing the chocks. Doing the "roll" check for all tires. Break system pipes for leaks. Look for "fraying" on surface control's wires. Making sure the oil check compartment door is closed. Making sure after sump, there are no leaks. Sometimes, make sure you brought the flight log book too or is the walk of shame back to the office.
24 for 24, Jason! "The dummy check" is the most important item on the checklist. It gives you a second chance to verify every thing you just checked. It saved my iPad once because I left it sitting on the co-pilot side of the wing. Another pre-flight item I added to my planes checklist - especially in the world of EFB's, a spare battery pack for the ipad or phone. Sometimes, it's not enough to rely on ships power for your tech and an extra power source is absolutely necessary for a long cross country.
I rent aircraft about once a week. The first thing I do is check the fuel tanks, so the FBO can get a fuel truck rolling if needed while I take care of other aspects of the preflight and I'm not delayed on a flight-planned departure time. The last thing I do (and I tell my passengers to do) is to go to the restroom, because there isn't one on a plane this size!
In ForeFlight, I have an "en route checklist" under the checklist tab that is a quick reference text listing of every temp, pressure, rpm, or speed, as well as their normal ranges, for the plane. No racking your brain, no digging through the manual. Instant answer.
24 for 24! I am a student pilot, and I try to always be very rigorous with each section of the checklist. An additional check I perform beyond the checklists is the main landing gear wheel brake system pipes, as I have found small fluid leaks due to loose nuts. Currently in my training I fly almost only a C-150. Many thanks Jason and the community for all you share, I find it a great help in my study.
24/24✈️ great lesson Jason. As an owner. I have to be even more diligent. It easy to become complacent. Treat every preflight like you are renting and stay focused. When I rented. I doubled and triple checked😂. Stay safe!
Absolutely correct!👍
As owners we are often the only people flying the plane. Stuff can happen - especially out on the ramp. There is no one else to find the problems! Preflight on your own airplane is arguably more important than in a rental!!
@@jeffconstantine4341 I agree. I have developed a preflight for my plane that is much more detailed then the poh. But as an owner I also know how my plane has been flown and maintained. Beyond a review of the logs, it is sometimes questionable how rental planes are flown and treated. So when I have rented I even contact the A & P of the plane if I am taking passengers.
Chocks….now as soon as the line guy gets done putting fuel in it now….i pull the chocks…I’ll never forget again now!!
24 for 24!
Great tips!!
#1 ALWAYS PRAY 🙏 b4 startup!!!
You will be glad you did!!!!
ET
24 for 24. Not a pilot yet, but learning as much as I can! Thank you!
24 for 24 done. 👍🏼 In my experience it is a good practice also to perform those same beyond the checklist inspections you mentioned after you land, refuel and park the aircraft. Sometimes you find things after a flight that are better found then I have taken care of before the next flight.
24 for 24 - Current plane is a DA40NG - checking static ports is not on the list. Also, based on a fractured spinner bulkhead on a PA28 years ago, I look all around where the spinner mounts for cracks. And big thumbs up on the dummy check. Great way to avoid chocks (I've done it), tow bars (haven't done it yet), tie downs, etc. Also, during the dummy check, I try to just step back and look at the plane for anything odd.
24 for 24. 😊 Jason, thank you for yet another useful video. One of my favorite things about it was the priceless expression on your face when you said, regarding cold starts, "..It isn't gonna start..." That was perfect. I learned to fly in Fairbanks, AK, and Anchorage so many years ago and that comment brought back some funny (and not so funny 😮) memories. Thank you for being so wonderfully generous with your knowledge and importantly your _time_ .🙏
24 for 24! I fly a C172. My extra list includes: 1) I always check to confirm that the fuel caps are secure. Even after I've checked the level of fuel. I'll still touch them one more time. I've heard too many stories about this. 2) I always check the oil twice to be sure I read it properly and do examine the quality of the oil. 3) After I have completed the preflight walk around, I stand in front of the plane and scan the entire plane. I then go to the back and do the same thing. I'm looking at the fuel caps, making sure the tow bar is off, etc. (I guess it's my version of the dummy check). 4) In cold weather, we always preheat the engine for at least 30 minutes before starting. It makes starting so much easier. 5) Post flight, we always try to leave the seat belts latched and laying across the seat. It makes for a clean environment when you enter the plane and gives a level of professionalism to passengers. If I'm flying by myself, I confirm that the passenger seat seat belt is laying across the seat and latched. I've pulled the plane out of the hanger before and found the passenger seat belt hanging out of the door.
All caught up. 24 for 24. I like reading through all the comments. Great idea Jason! My comments are more how I handle the checklist rather to ensure they are done that going beyond the checklist. I primarily fly a Cessna 182P and V35 Bonanza. I like using the GUMPS check.
G - Gas on fullest tank
U - Undercarriage down
M - Mixture full rich
P - Full forward
S - Seatbelts/Switches: fastened/landing lights on
I also like DTCIGARS - quick and efficient way of ensuring everything is done prior to takeoff. It covers most if not all which can get you pilots into trouble.
D - Doors Closed
T - Trim set
C - Control surfaces
I - Instruments (GPS, radios, barometric pressure, transponder 10:00 10:00 )
G - Gas on fullest tank
A - Altimeter
R - Radios
S - Seatbelts/ switches (lights)
Lastly, after landing I use.
Flaps, flaps, lights, lean, trim, transponder.
Flaps - retract
Flaps - open cowl flaps
Lights - turn off
Lean - for taxi
Trim - rest trim for takeoff
Transponder (1200)
All just technique, but a quick and thorough way to cover important items.
24 4 24! I check for the actual tire pressure with a pressure gauge and reinflate as necessary. Makes a huge difference for ground handling when you have the right tire pressure. Also clean the windshield inside and out for visibility.
Over 20 yrs ago now, when I first got a hangar for my Beech… started taxiing with the tow bar still on the front wheel! Luckily some people saw it and flagged be to stop!
I learned that one time to NEVER take my hand off the tow bar! I always take it with me if I stop towing the airplane, even if just for a minute…
I use this memory item for my C172 IFR training “CFI TM” (think it as CFI trademark), C is for checklists, F for frequencies, I for instruments (it includes the flight plan/approach) T for timer (I always forget it) M for missed approach/minimums (basically a reminder for briefing every approach). Thank you for your amazing content Jason!
I always do the dummy check before I get in the airplane even if I have only been out of it for two seconds. I physically point at the things I’m looking at and I touch the gas caps. I do this without fail because it gives me peace of mind. Once many years ago on my final walk around (dummy check) I discovered that a gas cap was not properly seated and ever since then I know I won’t feel comfortable on the flight unless I did the walk. I had the same walk around habit when I was in the fire department. It saved us from losing loose equipment many times over the years. Thanks for another great video.
24/24...The dummy walk for me can be a life saver, it should be a must do for any smart, safe pilot.
Cessna 152 student pilot - while in the hatch to check oil, I look to see if I can find any dampness on or around the engine of what i can see of the engine bay. The dampness could be from an oil leak; 152s are not water cooled but I realize some models are and could be a water leak. I look for bird nests and other foreign obstructions. On the front cowl I can easily check the tightness and wear of the alternator belt. Once in a while during a day flight inspection i will turn on the anti-collision lights on the wings. I never know when my instructor or another student will be night flying so I will check them lights sometimes and if one is not working, I can tell my instructor. Good job on your videos, I try to put in what I hear from a lot of your content into my studies and flying, keep up the good work!
24 for 24! A couple of things I do beyond the checklist is to 1. check that the cotter pins are present and in good shape on the main wheels - HOPEFULLY preventing loosing a wheel. 2. This time of year in WI, I always kick the tires to make sure the brakes are not frozen.
24 for 24 from Hungary.
The most commonly forgotten thing for me is the Pitot tube cover, just like you Jason with the oil door - strapped in, headset on, I look out the left window and there it is...
But the most embarrassing thing for me was that 1 time when I left the folder with all the aircraft documents on the horizontal stabilizer - startup blew it right off with the documents flying all around the apron - luckily all survived the incident. What made it double embarrassing is that I was with passengers...
Anyway, to your question, the extra things I do during preflight which are not part of the checklist:
1. knock on the underside of the fuselage while walking back towards the tail - if any of the elevator or rudder cables are about to or already came loose or disconnected, I'd immediately hear the rattling of the components
2. knock on the wing support (Cessna 152/172) to ensure it's not about to fall off
3. (after carefully checking that it is clean) suck on the stall warning horn to ensure it is actually working
24 for 24: I am grateful I had a good CFI for my Private Pilot training. He showed me the importance of checking both quantity and quality of oil. He also showed me the "Dummy Check" just a different variation. I kneel down at the front of the airplane about 10 feet in front of the spinner and scan under the belly from wingtip to wingtip. Then as I enter the plane, a piper Cherokee 6 (I learned in a tomahawk) I scan the top of the aircraft. Now for the story of the step in the checklist I missed: I flew up to visit visit and have lunch with family in Graham, TX. After lunch am departing the airport on a hot Texas summer day. I taxi with the door propped open. And yes, you guessed it, I forgot to shut it prior to takeoff. Now had I jut held it open on taxi during takeoff it would have shut on its own. I, however, had a big block lego I used to keep the door open on taxi still wedged in there. So I reduced throttle to idle, taxied back then made sure to properly secure the door prior to takeoff. SO MANY PEOPLE WITNESSED THIS.........hahahahaA good pilot is always learning!!!!hahaha
Generally 172’s. My first instructor told me to take the screwdriver end of the fuel sampler and gently tap the exhaust stack and prop blades (fixed pitch metal prop). He said that those items should be one piece and if they ring that is a good indication that they are free of major cracks. If you get a thud sound that suggests that you might want to have it checked.
24/24. In the springtime, I always reach my hand up through the cowling, on a 150, and check between and around the cylinders for birds nests. As far as the dummy check, that would have saved me from taxing to the run-up area with the tow bar still attached to the nose wheel. Luckily, someone called me on the radio and told me.
I posted in this thread my experience of actually taxiing and departing with the tow bar attached. A humbling moment indeed.
@@frankloy2701 I read that. That would scare the hell out of me. I'm glad nothing serious happened.
24 for 24: I’d add one thing that isn’t often on checklists, as they focus on your own aircraft…check the other parked aircraft near you while you’re doing your preflight or as part of the dummy check, then again once you’ve finished shutdown do the same: I once finished a lesson and was doing final post flight checks and noticed neighbouring aircraft hadn’t been chocked by its student: could’ve been a hazard. Also being aware on ground what other aircraft are doing while they’re wrapped up in their checklists…eg loose gear, wash behind props
Removing tow bar whenever you stop to do your preflight. It’s easy to forget because you can’t see it from the pilot/copilot seat. I once taxied across the tie down area and after shutting down and stopping I realized I had left the tow bar on. It had just slid along and didn’t touch the prop or damaged the tow bar but imagine if it had been pushed up by a tar strip or stone/debris and contacted the prop. That lesson stuck. And I shared it with the others on the airport and heard at least three others saying they had done the same at some point. One of them ended up paying for an IRAN of his engine and replacement of his prop as a result. It takes ten seconds to remove the pull bar and place it outside the lateral wheel track when you stop. Small inconvenience to save a fortune in possible repair, time and embarrassment.
24 for 24! One thing I’ve been doing outside of the checklist is during the run up, I check revisionary mode on the G1000. Not only does this give the engine more time to warm up prior to setting the mixture, especially out here in Colorado, but it also ensures that it is working correctly in case the pfd or mfd fails. Thanks for another great video Jason!
24/24 same as you Jason. When I was flying smaller aircraft I would walk around twice. The first time to cover the POH items the second to observe. I would look at what was around the aircraft, how I would taxi clear, what direction I would go and even which direction I would depart the field or lake I was flying out of. Good work as always, keep it up Jason!! 10:00
Glad to report I am all caught up and looking forward to next week. My "extra" is a walk around to check the lights before I go in and complete my preflight. On a side note, I have completely enjoyed episode 16... especially the photo bombing runway marshal, and the fact that since I moved to the U.K., you found that 26 c was "chilly". Oh to fly in Florida! Loved episode 23 with the "game".... such a great idea!
24/24! I always walk around the airplane without the checklist. Helps me not missing the tail tie down, the charger plug, the leak, etc. Look at the whole, then get to the details.
24 of 24! While I never called it the dummy check, I always do a final walk around to see / touch / feel everything I went through on preflight.
I perform the preflight inspection every time in the same manner. When done, I step back about 25 to 50 feet from the aircraft and walk a complete 360 circle...my version of the dummy check. Also, I check spare batteries, spare radio and spare flashlight are available and organized in my bag.
24 for 24. I always make sure the Garmin 530 is up to date. Also I check my headsets. I was at a non-towered airport doing touch and go’s. I realized when after another plane landed that I could hear them but they could not hear me.
24 for 24, amazing that you bring the items up that you did I think I am guilty of most of them, chocks left in, etc. But, one thing I added is to check that the oil filler cap is on secure. I fly a '63 182 and the filler door and dipstick doors are in different locations. I took off one time and immediately had oil running up the windscreen. Lots of runway left, landed and taxied back to find the filler cap was loose and popped off. Was a big mess to clean and did get a call from the FAA but all was good. I check it every time now especially after oil changes or oil was added. And of course the dummy check is a must!!!
24 of 24 I almost left the tail tied down once. So dummy check is very important, it kept me from looking like a fool that day. Piper Cherokee-I always look very close at the cylinder heads especially number 3 for any signs of hot spots, cracks or blowby around the gaskets. I also pay close attention to any oil spray inside the cowling and under the fuselage. Before i start the preflight, I look at the entire airplane for damage and the ground for liquid or stains.
I left the pitot cover on and didn't realize it until the airspeed indicator didn't work on takeoff. I had to abort and the tower guy at Lakeland KLAL knew what I did and made a wise crack that left of bit of burn.
24-24. What I do extra: if the engine is cold, winter months in MS, and I’m the first flight of the day, oil is cold and thick. If the temp is below 32 but above 25, i would carefully spin the prop. A mechanic told me to do that. ONLY if you’re the first flight of the day or the plane has been sitting for a few days. Because always settle back into the oil pan. 3 to 5 times works. You can feel the difference because the first turn it’s stiff after a few turns it loosen up.
24 for 24! Flying out of eastern PA, especially right now in the winter, I believe everything you said is very important, it’s easy to miss something or even rush through a preflight when it’s freezing cold and all you want to do is get that heat on and go.
1. I make sure the wings/elevator are well attached by moving the plane gently from wing tip.
2. After flight airplane inspection
3. Make sure seat is well attached
In addition to the preflight, I also add a post-flight dummy check before leaving the ramp: master off, keys removed, doors latched, plane secured, etc. Would be embarrassed to admit how many times that’s saved me.
Some of the things that I add to my checklist are the following...
1- As I am reading off the checklist I am also looking for any other issues with the plane prior to each checklist item like missing rivets, etc. (Prior experiences).
2- Inside the cockpit I am looking for loose plastic panels that may pop out during flight, seat tracks that may be malfunctioning (prior experiences).
3- Curl up tie down ropes.
24 to 24! Always a FINAL walk around ~10 feet from the aircraft. With cross-check: "cowl plugs and pitot static cover removed". The hands on is with the checklist "in hand". During TO and LDG, brief "HEELS ON THE FLOOR" to avoid landing with the brakes locked. Please publish a summary of all these things... maybe even as an "expanced 10x checklist". Jer/ Eberhard
24 for 24! Going beyond the checklist, in high wings I raise the wing in the direction of the turn before committing to check for traffic; in low wings, I lower the wing. I would rather see something coming my way than have it suddenly be on top of me.
24 for 24. One thing I do is I walk out to the front of the plane and scan the lines of the plane from wing down to the gear and back up across etc. That way I make sure I didn’t forget anything and it gives me an opportunity to really stop and look at the plane and focus on what I’m about to do.
I have not done the “dummy” thing as a student pilot yet. But as a truck driver, I’ve forgotten to latch one side of hood, and forgot a fuel cap, and made sure the roll up door was latched and locked (just wasn’t latched properly closed). So I’m getting slower and double checking my walk arounds more and more.
Left chocks on for my PPL checkride!!! Someone used those tiny little Cirrus chocks on the 172 I was using. No wider than the wheel. Impossible to see unless you were REALLY looking. Now I REALLY look every time.
24 for 24, thank you for another great episode Jason! Three things I’ve incorporated into my pre-flight routine: 1) take care of all service items (fuel, oil, and air) first. The reason for doing so is to minimize disruptions during the initial pre-flight walk around. 2) Keep the tow bar in my hand for moving the airplane or have it stowed in the baggage compartment. Never leave it attached to the nose unattended even for a minute. 3) Accomplish that final walk around that you mentioned just before getting in. Looking forward to learning more from the comments of others. Let’s all help each other!
24-24 and confession time.. 10 years ago me and a buddy went up for our routine IFR currency, 1st flight was in the Mooney, after an hour and a half we tucked it back into the hangar, jockeyed a Cessna 150 out to get the Cessna 172 out, hit the same 3 airports (in reverse order) as before and as I was coming in for our final landing (9:30ish at night) my safety pilot said make this your best landing ever followed by the towbar is still connected. Luckily it was a collapsible towbar and jammed keeping it well away from the prop arc.. All checklists have been modified to include "Towbar Removed" in 3 separate areas prior to engine start, wasn't my proudest moment but it was my best landing EVER...
Dummy Check is a kind way, we call it the Oh Shirt* Check! (OSH) because we've seen or done coffee on the wing, chocks in, traffic cone in front of prop... going SLOW is fast, and FAST is slow... Great call on the oil quality and awareness of the engine condition!
Slow is smooth, smooth is fast
If there is anything left to complete on check list or needs redone on check list before start-up, as example last preflight restroom stop and airplane is chalked, I leave the oil access door on the cowl of my Mooney open. It is a very visible reminder of a non-standard or out of sequence condition. Works before getting in the plane for sure before start.
Whenever I take the padlock off the hangar door I immediately close the lock so that when I leave the hangar I can't lock my hangar key inside. Don't ask me how I came up with this one. Also, if you fly a plane where the pilot and passenger headsets plug into the same panel, verify that you have the pilot headset on your head (tandem seat configuration and panel behind and above pilot seat so not visible unless you turn and look). Turns out that the tower can't hear you when you are wearing the passenger headset. Again, don't ask how I know. Suffice it to say that I learned about communicating with the tower using a series of clicks (that they could hear). The scary thing is that I left an uncontrolled field on that flight and clearly nobody was hearing my radio calls. Just yesterday I had to notify the plane in front of me in the runup area that they had a pitot cover flapping out the bottom of the pilot door. Oh, and I added "FLIGHT PLAN....CLOSED" to the shut down checklist. Our club used to have this on a sign on the inside of the hangar door. That one only took me 2 or 3 phone calls from Flight Service to figure out (slow learner). Also (sheesh, this list is getting long) I used to belong to a club and one morning (before I thought the tower was opened) I made some calls to the tower just to make sure and got no response. I was on COM1 for those calls. I was listening to ATIS on COM2 and that was coming in loud and clear. Given the time of day and the fact that I heard no response, I assumed the tower was closed and I proceeded to taxi and made radio calls consistent with an uncontrolled airport (which it is 12 hours a day). I announced taking the runway and as I rotated, much to my chagrin, I saw a green light coming from the tower. I proceeded to my destination while troubleshooting the problem and it turned out that the previous pilot had turned the COM1 volume down all the way but not off (not sure why someone would do that). As expected, when I returned to the towered field, I got the dreaded "Possible pilot deviation, advise when ready to copy the number to call..." This resulted in me writing up a NASA report and having a nice conversation with a pleasant fellow from the local FSDO. No adverse action came from that but I never forgot it. After that, I check ATIS on both COM 1 and 2. That's all of my confessions.
24 for 24. I make personal notes for items I need to remember that aren't on the checklist but the instructor has to occasionally remind me of. Helps cut down on those red-faced moments.
24 for 24! - one thing I do (C172L) is dip both tanks and oil during preflight (after refueling) - THEN each time I full stop land. Cessna's are notorious for fuel tank air venting issues. This habit has enabled me to have a reliable measurement of my fuel burn (+/- 8 gal/hr) but when it's ever out of whack - I have an early warning to a possible bigger problem. I also check the pin that holds the rod for the trim tab on the right stabilizer - after once I just happened to see the pin lying on the ground under the airplane - I would have very likely lost my trim during flight. I too do the dummy check - saved me many times!
24 for 24. If this was hours, it would be a long day. My CFI added grab the fuel tester as an initial item in the checklist so that you don't have to come back and get it on the wrong side of the plane. He also added put keys on the dashboard so that you don't "accidently" start the plane without doing EVERYTHING and being totally safe. Finally, because we borrow headphones, he added it to my checklist at the end so that I don't have to walk back across the flightline. He's says his not lazy, just tries to be efficient. I know he is not lazy so I appreciate his efficiencies. (Training, Cessna 172).
24 and 24. I do a post flight dummy check in the cockpit. After everything is chocked and tied down, I make one more check inside to make sure all switches are off and gust lock is in.
24 for 24. Started student pilot but had t put things on hold for a bit. Enjoying the videos.
24/24. 1) Walk up to plane directly from front and look for any imbalance, deformation, asymmetry, tire shape. 2) Look at fasteners and rivets (esp engine cowling), tap wing on ribs, listen for looseness.
24/24 here. Beyond the checklist, I do an audible “Gear Down” call out during my downwind GUMPS check, but also after the base turn, turn to final, and even short final. Better be sure. Flying a Mooney M20J 201.
When I get to the wing tips, and elevator tips, I (gently) lift & pull on the wings, listening for popping or cracking sounds that will alert me to structure problems.
24/24 Great tips , One extra thing I do when im flying with a PAX is announce heels on the floor to insure my Pax is not on my brakes or rudder .
24/24. Very good tips. Jason. A "dummy" walk around would have saved me the embarrassment of having to shut down the engine and get out to remove a wheel chock. I used a checklist on my phone that I can personalize so I added remove wheel chocks and tiedowns to that list. I also added "check fuel quantity with dipstick". The fuel gauges on my Mooney M20C were not very accurate.
24/24! The cowling on my Bristell is easily removed. First flight of the day I take it off and look for any anomalies, fluid leaks, hose condition, etc.
24 of 24. I've learned to do the dummy check the hard way. I normally fly a 172 and the Warrior infrequently. One morning I forgot the chalks on the nose wheel. We were all strapped and ready to roll and the plane wouldn't move. What a pain since there isn't a door on the left side. A guy came out of his hanger next to the plane and pulled the chalks for me. Talk about embarrassing. It's amazing the number of pilots that have issues starting the engine. The mechanic keeps a close eye on the pilots when starting. You can find him lurking around a corner of something ready to assist when it wont start. Nothing takes the fun out of flying having a finickay starting engine when you have to hand prop it!
You mean chocks😊
@@lindsaywootten9127
You are correct, auto correct strikes again. That’s embarrassing also, I can never show my face again! :)
- I always start with my seatbelt unbuckled, once it’s running, then buckle. Why? I watched a CFI with student both panic, trying to get their belts undone when the over primed engine backfired and caught fire.
- Check the flight controls, prior to taxi. If there’s an issue, you’re going to have to taxi back anyways, so why even leave your parking spot.
- Never leave the tow bar attached, unless your hand is on it. Why? A group of hanger rats were sitting at our terminal building one cold, calm day, watching some flying activity when a C150 came in after a cross country that took him across semi frozen Lake Erie. As he taxied up, we all noticed the tow bar still attached. Upon exiting the bird, I thought he was going to puke. He did turn white for a while.
24 for 24. Great video. About 5 years ago I broke from my usual preflight routine. I had finished the preflight and the very last thing I normally do is remove the tow bar and stow it. On this day I needed to use the restroom before getting in the plane to start and taxi. After I went to the restroom I walked back to the plane and since the left side was the close side on my return I got right in. The plane was at an angle to me in such a way that I did not remember that the tow bar was still attached nor did I see it attached. I started the plane and taxied and took off. The amazing thing is the tow bar apparently stayed attached during taxi and take off and did not make a crazy sound that was noticeable to me or could not be felt or heard during taxi, run up or take off. It apparently fell off over the departure end of the runway that day. It was not noticed to even be missing until the next day when another pilot went to fly the plane. The plane was towed into the hangar after my flight with a golf cart . It was a scary reality to me to learn I had done this and almost made me consider giving up on flying because I felt so scared that I had missed this part of my preflight. After much analysis I realized the whole reason it happened as I got rushed to take off and did not do the final walk around the airplane after the preflight for one last look after returning from the restroom. Ever since then I always do that last walk around just to look at the plane from about 20 feet away. I was blessed the day the tow bar fell to the ground that the airplane was not damaged and no one on the ground was hurt. The only thing hurt was my ego and my wallet for about $300 on the purchase of a new tow bar.
I hope my story helps others and someone can learn from my mistake. If anyone has done something similar please let me know in the reply.
Safe flying everyone!
Thanks for sharing! Great lesson and glide it was a great outcome.😊
@@rhino991 Thank you! I learned we must be humble to be safe.
24 for 24. After pulling onto the runway, just before takeoff, I always check that my flaps are set, mixture is full rich, and the window is closed. It's a very quick check, but it has saved me from making a mistake a few times.
24 for 24. Shake the wings. Wiggle the control surfaces. Look for buckling. Sometimes damage is under the surface and not visually obvious.
24 for 24 already!! Look forward to MzeroA videos! Appreciate what you guys do for us
Jason, the "dummy walkaround" may be one of the best tips ever. I once was flying a low wing DA40NG, not a Cessna as I normally do, and I got distracted draining the Jet-A and was too focused on trying to avoid getting it on myself. And I almost fogot to remove the right wing tie-down chain. Let me suggest that the post-flight dummy walkaround may be just as important. We are all a little tired after a few hours of flying. I did a postflight cockpit check and realized that I had almost forgotten my expensive ADS-B. And then thanks to the postflight dummy walkaround, I realized that I almost forgot the pitot tube cover. How could I possibly do that? We all forget that single pilot IFR is mentally fatiguing, and there a lot of miscellaneous things to clean up at the end of a flight, ipads, chargers, cables, mounts, backup paper, headphones, notepads. One final inside and outside postflight dummy walkaround is definitely part of my new checklist. Thanks for all your thoughtful content.
24 for 24 here.
I rent Piper PA28 products - Cherokee 140s and a Warrior. With these bad boys you can open the cowling and half the engine is staring right at you. Here are my items:
1. If the aircraft came out of maintenance recently, check the tightness of the oil filter and oil cooler lines. The oil filter _is_ safety-wired, right?
2. For that matter, do a thorough preflight.
3. Opening half the cowling will tell you right away how hot the engine is, or how hot it will be once you have filed your flight plan, signed out, etc.
4. Be a proctologist, and go to the back of the aircraft and carefully inspect the bolt that secures the actuator rod to the stabilator. Make sure it’s there, and there is no looseness when you move the stabilator up and down.
5. Step back and inspect the bolt and nut that attaches to the rudder. They should be there.
6. As Jason says, take one overall look at your bird before climbing in. Look at the wheels and see no chocks there. Ensure there are no tie-downs attached. Physically check the fuel caps to ensure they secure and not cross threaded. Look at the cowl latches, they are correctly closed, right?
When I used to rent an Arrow, I would also check the propellor. Using your hands, try to twist the blades as if you were changing their pitch. Try moving the ladies away from the hub. They should be snug with no movement.
24/24!!! Added Turn on ForeFlight Tracking to my startup checklist... (also added turn it off to my parking checklist)
24/24! I check cowling screws and push all three wheels, 172, side to side to check the wheel bearings.
24 for 24. My instructor always requires me to recite my procedures for engine out on takeoff, even if we’re practicing full stop and taxi backs. Allows me to expect that something could go wrong, so I’calm and collected if it were to happen.
It will make you a better professional because you'll need to do an abnormal takeoff brief later every flight. better to start now!
@@PersonalWings Agreed!
I check the baggage area to make sure things are tied up so they won’t fly around if we encounter turbulence. Also make sure the fuel caps are well closed.
24for24 a dummy check is a definite must
24/24. I love the "Dummy Check" idea!
Thanks Jason , extra special video today ! !
Also look at your struts--Case in Point. During a preflight check in KSNA on a B-757 there was no inner liner visible on all three struts. I've been in the aviation industry since 1980 and never have I ever observed not only one strut but three. First thing I did was ask the flight attendants if they were the same crew that brought the plane in since the pilots had already gone home; so I asked them and they said yes and I asked how hard/firm the landing was since it is a short runway for a B-757. They said it was firm so I said uh-huh and I said are all of your backs ok? They smiled and said yes. I said good because this plane needs to be serviced by contract maintenance because this is a no go item. Of course explaining this to the 186 passengers aboard the aircraft was interesting since I told them I have never seen anything like this in my 42 year career. Good news was that it was only a 35 minute delay and we were close to on time heading to KDTW. I did fly at .82 mach instead of .79 to make up the time.
24 for 24, my addition would be similar to your dummy check. My instructor called it rollout/big picture and it was on his Warrior checklist. I add it as my last item on my T182T. I step back and look at big picture. Does anything look out of place, hows the plane sitting, cargo doors ect. We focus on each item thoroughly but I feel like this brings it all together in the end. I heard a long time ago, don't walk through the legs of an elephant focused on the fray in the carpet. Corny saying I know but sometimes we miss the obvious because we are hyper focused.
24 for 24!
Just taking a step back, before and after, and looking at the aircraft.
24 for 24. I regularly rent Pipers at our flight school. During the engine compartment check one time I found one of the spark plug connectors was loose, it looked fine based on the "visual check" criteria until I tried turning it. Now I do it every time, unless of course the engine is too hot!
24-4-24 in 2024 🎉🎉. The “dummy check” is an smart idea and this is how it should be done!
24 for 24! I always make sure my handheld radio works, tap the exhaust and prop to listen if they sound different than normal. Then I'll step back and just look at the plane to see if I missed anything. C-172N
24-4-24 great stuff, first thing before check list is stop when walking to plane, take deep breath, remind myself what I'm about to do... Dummy check, heard on Radio, "81L (my plane) baggage door open," as I'm taxing down to hold short line, doh!!?
twenty-four for twenty-four. I'm an aspiring student who flies with my dad (Instrument rated). We take our time on preflight, especially looking over landing gear :D
24 for 24! I fly a PA28 Piper, and one thing I do additionally is check fasteners on the rear tail section, that if they came loose, would interfere with the movement of the flight surfaces (the stabilator for instance).
24/24. After runup, I call up the tower and hold the checklist in my hands until I hear the words "cleared for takeoff" to avoid a possibly runway incursion. At non-towered fields I hold the checklist until I have made my radio call and checked for traffic.