Contents:
Items
--When self-fueling aircraft, always fuel the right side first and the left
side second. That way anything used, like a ladder will be visible when you
go to get into the airplane.
|--If tanks can cross-feed set the selector to one tank before fueling.
--The Last item of a preflight checklist should also include a squat-test to
confirm all tie-downs, tow-bars and ground objects are clear of the aircraft and
its departure route.
---If you are running fuel consumption checks of a specific aircraft it is
important that the same person do the re-fueling to the same level of fullness
every time.
---Learn how your tanks cross-feed or shut off the fuel selector to prevent
cross-feeding between tanks.
Flight
Preflight
--A part of all ground preparation of a flight SHOULD
include a review of the checklists to be used throughout
the flight.
0)Draw out expected route to active runway.
1) Pre-departure briefing aloud
2) Review departure and route
3) Density altitude vs. runway available vs. runway needed
4. Acceleration distance to rotation
5) Wind shear conditions
6) Minimum safe altitude
7) Engine failure plan
8) Highest obstacle
9) Approach self briefing
FAR 91.103 refers to weather, airport data and POH information on aircraft
performance. FAR 91.7(b) refers to inspection of aircraft condition for safe
flight.
If a situation exceeds your knowledge or experience, get expert
advice.
91.203 Operation must be with appropriate and current airworthiness
certificate and registration that is visible to pilot and all others.
91.3 The pilot in command is responsible for safe operation.
Every time you look into a mirror,
you see the person responsible for your safety.
91.7 Aircraft operation requires an airworthy condition. The PIC is
responsible for determining if aircraft is capable of safe flight and what
it takes to make it so.
91.9 No operations not in compliance with operating limitations of flight
manual, markings or placards. Older aircraft do not have a flight manual so
they must be as originally found on approved type certificate. Newer
aircraft have manuals specific to the aircraft and serial number. The pilot
must use such information to determine weight and balance as well as
operating limitations.
91.103 The PIC must be familiar with all available information concerning a
flight
Pilot
Preflight
I'M SAFE--NO…
I llness
M edication
S tress
A lcohol
F atigue
E motion
Experienced
Advice:
--Play ... what if...
---Safety switch is...ON
----Be the best you can be.
-----Shortcuts can be lethal
------Efficiency is not a shortcut
------Shortcuts switch is ...OFF
-------Efficiency is thinking ahead
-------Only proficiency ... COUNTS
---------Complacently switch is ... OFF
----------Attention is at the edge of the seat...
-----------Know your airplane...know it well
-----------You always plan another a way out...
------------Play ground games... where to land?
-------------Your usual career is best left at home...
--------------Give every situation the 'common sense test'
---------------Read safety rules of flying rules...the FARs
----------------If it's not in doubt, you don't need to prove it.
-----------------Instinct is your enemy; calm reason wins every time.
------------------By controlling yourself you can control the airplane.
-------------------The pilot is the most unreliable factor in an airplane.
--------------------As a pilot you don't need to prove anything to anybody.
--------------------------Anticipate with your brain rather than react
with your body
-----------------------The pilot who is not thinking two steps ahead is
already behind
Aircraft
Preflight
--Remove tiedown from left wing on arrival
--Take a guess as to wind direction and velocity from windsock.
Your guesses will improve with time.
--Open both doors to the aircraft.
--Check time logs, fuel reading, fuel selector, electrical,
flaps, trim setting, lights, belts, and interior
--Drain the left wing sump and put cup and oil rag on seat so
that it will be available when you get to the other side. You
dont need to carry them all around the aircraft.
--Dont pour the gasoline in one spot on the tarmac.
By giving it a flip downwind it will evaporate in seconds. Better
to have an environmental disposal
--Note setting of trim wheel and then trim tab. Discuss the
effect that the trim setting could have had on the resulting
landing. For a C-172 the trim setting tells a great deal about
the aircraft loading during the last landing. For Pipers use
identification plate on impinge to set stabilator and trim to
neutral.
--Avoid being all ready to start the airplane, only to find
that the key cannot be retrieved from the front pocket without
getting out of the plane. Put key on floor in front of seat.
On dash can fall into defroster.
--Preset seat adjustments and block into position to protect
against unexpected seat movement.
--Carry your pre-flight checklist hanging from the bottom
on a necklace. It allows you to have both hand free and is readily
available just by looking down.
--Break oil cap loose with left hand but remove with your
right. If you clean off oil between thumb and forefinger of the
left hand you can wash oil off when you pull engine sump strainer.
Propeller makes nice place to hang dip-stick while adding oil.
Be careful.
--Discover the reality of P-factor by noting the horizontal
propeller blade angles as tail is lowered to the ground. It makes
clear the different control inputs required for left and right
climbing turns.
--Rolling the tires 30-40 inches is a required procedure in
preflight. Bald is beautiful only on flight instructors. At what
point is a tire unsafe for flight? Get tires across cable, if
any, to reduce initial rolling power required to taxi.
--Use overflow tube to demonstrate the wastefulness of having
full fuel tanks in an airplane that is going to sit in the sun.
Present real time airborne vs. POH figures.
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