I learned about flying from this, too...

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

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.

Larry Dighera wrote in
:



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.

Jesus Wept Larry, Does your checklist tell you to check to see if two wings
are attached?



Bertie

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

I don't carry the checklist around when I'm preflighting but I do sit in the
plane after the external preflight and review it to make sure I did not miss
anything. This is for planes that I have many hours in so I've done the
preflight once or twice . But I still review it to make sure.

John

"Ricky" wrote in message
...
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

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

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.

If you consider, that being hurried is a reasonable an excuse for
reducing safety standards, that is your decision (not mine). That's
how an FAA Inspector would view it in the hopefully unlikely event he
was given the opportunity. It's best to consider his point of view
when making decisions, IMHO.

Even now, I find myself not using a checklist sometimes for preflight
once I get to know a plane.

External pre-flight inspection is rather awkward holding a checklist.
Fortunately, it's much the same for all aircraft, with the exception
of equipment unique to a particular aircraft type. There may be 13
fuel system drain points, or a fuel sump drain lever under the right
rear seat, but they all have Pitot systems, controls, engines, wheels,
breaks, ...

For nearly all other phases of operation, I find a checklist useful;
in fact I would feel vulnerable without it. Old-hands will tell you
that the 'flow' method of preflighting is superior, but I find a
written checklist is able to provide specific information that would
be lacking otherwise. A pre-landing GUMPS check is the minimum for
that phase of flight.

You can find a copy of my checklist he
http://freechecklists.net/dl/pa28235checklist.pdf

http://freechecklists.net/

It's easy to get complacent, especially with a small Cessna.

For me, the issues is not so much the size of the aircraft as it is
the height above the ground. :-)

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

Ricky

[rec.aviation.student added]

Larry Dighera wrote in
:

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

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.

If you consider, that being hurried is a reasonable an excuse for
reducing safety standards, that is your decision (not mine).

For me, the issues is not so much the size of the aircraft as it is
the height above the ground. :-)


You're an idiot. It's official.


Bertie

"Bertie the Bunyip" wrote in message
...
Larry Dighera wrote in
:

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

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.

If you consider, that being hurried is a reasonable an excuse for
reducing safety standards, that is your decision (not mine).

For me, the issues is not so much the size of the aircraft as it is
the height above the ground. :-)




You're an idiot. It's official.

Have you looked in the mirror recently? :-)




Bertie

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

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.

If you consider, that being hurried is a reasonable an excuse for
reducing safety standards, that is your decision (not mine). That's
how an FAA Inspector would view it in the hopefully unlikely event he
was given the opportunity. It's best to consider his point of view
when making decisions, IMHO.

Even now, I find myself not using a checklist sometimes for preflight
once I get to know a plane.

External pre-flight inspection is rather awkward holding a checklist.
Fortunately, it's much the same for all aircraft, with the exception
of equipment unique to a particular aircraft type. There may be 13
fuel system drain points, or a fuel sump drain lever under the right
rear seat, but they all have Pitot systems, controls, engines, wheels,
breaks, ...

For nearly all other phases of operation, I find a checklist useful;
in fact I would feel vulnerable without it. Old-hands will tell you
that the 'flow' method of preflighting is superior, but I find a
written checklist is able to provide specific information that would
be lacking otherwise. A pre-landing GUMPS check is the minimum for
that phase of flight.

You can find a copy of my checklist he
http://freechecklists.net/dl/pa28235checklist.pdf

http://freechecklists.net/

It's easy to get complacent, especially with a small Cessna.

For me, the issues is not so much the size of the aircraft as it is
the height above the ground. :-)

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.


--
Dudley Henriques

On Feb 5, 10:32 am, Dudley Henriques wrote:
Larry Dighera wrote:
On Tue, 5 Feb 2008 07:49:29 -0800 (PST), Ricky
wrote in
:

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.

If you consider, that being hurried is a reasonable an excuse for
reducing safety standards, that is your decision (not mine). That's
how an FAA Inspector would view it in the hopefully unlikely event he
was given the opportunity. It's best to consider his point of view
when making decisions, IMHO.

Even now, I find myself not using a checklist sometimes for preflight
once I get to know a plane.

External pre-flight inspection is rather awkward holding a checklist.
Fortunately, it's much the same for all aircraft, with the exception
of equipment unique to a particular aircraft type. There may be 13
fuel system drain points, or a fuel sump drain lever under the right
rear seat, but they all have Pitot systems, controls, engines, wheels,
breaks, ...

For nearly all other phases of operation, I find a checklist useful;
in fact I would feel vulnerable without it. Old-hands will tell you
that the 'flow' method of preflighting is superior, but I find a
written checklist is able to provide specific information that would
be lacking otherwise. A pre-landing GUMPS check is the minimum for
that phase of flight.

You can find a copy of my checklist he
http://freechecklists.net/dl/pa28235checklist.pdf

http://freechecklists.net/

It's easy to get complacent, especially with a small Cessna.

For me, the issues is not so much the size of the aircraft as it is
the height above the ground. :-)

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.

Agreed! Even driving a car I walk around for
tires, clean windows, do seat, mirrors, check
fuel gauge, radio station settings, seat belt and
that's a simple list.

When launching Ballistic Missiles, we have a
Range Officer pump out a tape recording of what
to do in sequence so it's mainly audio with the
check-list in the RO's hands.
We'd have built in holds, where we play Major
Tom, it's very cool.

That's actually a good idea for a simple pilot.
Ken