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 don’t need to carry them all around the aircraft.

--Don’t 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.

Continue To Nex Page