I learned about flying from this, too...

On Tue, 05 Feb 2008 13:32:23 -0500, Dudley Henriques
wrote:

snip

I'd be curious to know how many actually carry around the checklist
outside while preflighting?

Ricky

[rec.aviation.student added]

There is absolutely no reason why a written checklist has to deviate
from a flow pattern, and indeed, a well written checklist will follow a
flow pattern. If it doesn't, I suggest re-writing it so it does.
I recommend using a written checklist all the time; the exterior
inspection included.

For many years I simply followed the "flow" *until* I was interrupted
in one preflight, three times. I had developed the habit of starting
over, but after three times I started in where I left off. All went
well until I brought the nose up on rotation. Strange thing, the left
cowl stood up about the same time. I'll swear more local pilots saw
that than we have room for parking at the airport.. I've always
used a written check list since then. If I could be interrupted once
and make a mistake, it could happen again.

Roger (K8RI)
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

On Tue, 5 Feb 2008 07:49:29 -0800 (PST), Ricky wrote:

I'd be curious to know how many actually carry around the checklist
outside while preflighting?

I do.

I'm the only guy I've ever seen using one. But, it's not that big of a
deal for me.. I make my own checklist and slide it into a plastic sheet
protector. This makes it something you can tuck into your waistband while
you check the oil etc... not like a big plastic card.

--
Dallas

Dallas wrote:
On Tue, 5 Feb 2008 07:49:29 -0800 (PST), Ricky wrote:

I'd be curious to know how many actually carry around the checklist
outside while preflighting?

I do.

I'm the only guy I've ever seen using one. But, it's not that big of a
deal for me.. I make my own checklist and slide it into a plastic sheet
protector. This makes it something you can tuck into your waistband while
you check the oil etc... not like a big plastic card.


I did when I first started flying then like many stopped. When I later
got my helicopter rating there were so many things to check you pretty
much couldn't do it with out a written list (well at least I couldn't)
and got back in the habit and do it for fixed wing now as well.

On Tue, 05 Feb 2008 13:26:26 -0600, Gig 601XL Builder wrote:

I did when I first started flying then like many stopped.

I suspect it's a bit of a badge of honor to not use an outside checklist.

--
Dallas

On Feb 5, 9:49*am, Ricky wrote:
On Feb 5, 9:27*am, Larry Dighera wrote:

I realize you were just a student pilot at the time, but I find it
curious that the word checklist is not mentioned anywhere in your
article. *

A checklist is/was used most of the time, possibly skipped if in a
hurry as I was.
Even now, I find myself not using a checklist sometimes for preflight
once I get to know a plane.
It's easy to get complacent, especially with a small Cessna.
I'd be curious to know how many actually carry around the checklist
outside while preflighting?

Ricky

Me. Every time. I can't help myself.

"Larry Dighera" wrote in message
...


I realize you were just a student pilot at the time, but I find it
curious that the word checklist is not mentioned anywhere in your
article.

I have never taught, nor been taught, to hold the checklist in hand when
doing a preflight. When doing your preflight, you have a huge memory aid in
front of you; the airplane itself! You should do it the same way every time.
If you get interrupted, don't be shy about backing up a few steps or even
starting over from the start. You are supposed to be giving that airframe your
full attention, you need both hands free to shake things, tweak things, feel
things, climb up on things etc. You certainly should not have a checklist in
one hand and a pencil in the other.

Once in the cockpit, and preferably before you strap in, you should pick up
the checklist and mentally review every item in your preflight looking
especially for omissions.

Vaughn

On Wed, 06 Feb 2008 01:34:56 GMT, Vaughn Simon wrote:

I have never taught, nor been taught, to hold the checklist in hand when
doing a preflight. When doing your preflight, you have a huge memory aid in
front of you; the airplane itself! You should do it the same way every time.
If you get interrupted, don't be shy about backing up a few steps or even
starting over from the start. You are supposed to be giving that airframe your
full attention, you need both hands free to shake things, tweak things, feel
things, climb up on things etc. You certainly should not have a checklist in
one hand and a pencil in the other.

Thanks for this. Sounds like sex...and well it should.
--
Remove numbers for gmail and for God's sake it ain't "gee" either!

On Feb 5, 9:14*am, Ricky wrote:
In the mid 80s I was in flight training at a part 141 school, Navarro
College, In Corsicana, Texas. I would not recommend this college to
anyone seeking an aviation college, by the way. I'll let you know more
privately if you wish.

I took the nice 172 to Gilmer, Tx. for an overnight visit to part of
my family that lived there, parked on the asphalt ramp and didn't tie
down because the weather was so nice with light to no winds. I was
leaving in the morning, anyway. At my brother's house we were watching
the 10:00 p.m. news and during the weather there was a line of strong
thunderstorms heading our way. Back out to the airport to tie the
school's 172 down or fly the short distance to Longview & secure the
plane if I couldn't find any tie-down provisions.

After searching the area I noticed a thick wire rope sort of buried in
the grass, weeds & dirt just off the asphalt. Thinking it would be
hard to push the plane by myself once on the turf, I fired her up &
taxied off the tarmac into the grass and positioned the plane over the
rope. Just after the nose wheel left the asphalt I heard a sharp,
though not loud, "ping." The storm was rolling in & the wind was
picking up so I quickly secured the 172 to the rope and got back in
the car & to the house. I didn't even consider investigating what
could have made the "ping" noise (mistake # 1).
I accidently slept too long the next morning and, aware that the 172
was scheduled for other students that day, made haste in leaving east
Texas. My preflight was abbreviated and I skipped a step that I'd bet
many skip on a regular basis, running my hand over the prop (mistake #
2).
As I applied full power for takeoff I noticed an unusual vibration
shaking the airplane. I was baffled but I had "get-home-itis" so I
relegated the vibration to something the A&P should check on once I
got back in Corsicana. Discontinuing the takeoff roll was a fleeting
thought, but I didn't do it (mistake # 3).

As I powered down at cruise altitude the vibration almost disappeared,
putting my mind somewhat at ease.
After landing and parking at the gas pumps I went back inside the
pilot center to check out and shortly the lineman came inside and
asked me in a rather disturbed tone of voice; "Ricky, WHAT did you do
to the prop of that airplane!?"
With a bit of shock, back outside I saw there was about 1/4" to 1/2"
shaved right off from one blade of the propeller.

Reviewing the events of the flight I realized that the "ping" was the
prop striking something, probably the tie holding down the wire rope,
or the rope itself, as I taxied off of the tarmac onto the grass. I
did remember that the plane dipped slightly as I rolled off the
asphalt due to a gradient difference.
The A&P told me that it would not have been far-fetched for the
vibration to have vibrated the motor right off of the front of the
plane, which of course, would have been fatal.
Thankfully, the prop was within limits to have him file & balance the
opposing blade to match the other side so we didn't have to order a
new propeller.

SO - don't skip the little steps in your preflight, the ones that we
sometimes deem less important. Up until that point, I sometimes did
not check the prop. Now I consider it one of the more vital preflight
items! Don't get so rushed that safety is compromised in any way.
You've probably heard that the pressure to get to your destination
("get-home-itis") can be, and sometimes is, a fatal one.

Ricky

Actually, additional mistakes were not knowing the weather well enough
to know there were thunderstorms on the way, which probably could have
flipped the 172. Another was just not tieing the plane down.

On Tue, 5 Feb 2008 07:31:04 -0800 (PST), Ricky
wrote in
:

Another was just not tieing the plane down.

Right. That can be cause for disallowing an insurance claim in the
event that it causes damage.

Larry Dighera wrote in
:

On Tue, 5 Feb 2008 07:31:04 -0800 (PST), Ricky
wrote in
:

Another was just not tieing the plane down.

Right. That can be cause for disallowing an insurance claim in the
event that it causes damage.


Wow, it's like you actually WANT to be the most boring person that ever
lived.

The main reason for tieing an airplane down is because someone lovingly
designed and crafted that airplane and it deserves the respect of it's
driver for that reason alone if there were no other.


Bertie