While often the most tedious, it is where all planning and "chair flying" is conducted in order to reduce/prevent possible errors and problems in flight
In accordance with Federal Aviation Regulation (FAR), Part 91.7, it is the responsibility of the Pilot-In-Command (PIC) to determine if an aircraft is airworthy
Preflight procedures allow pilots to inspect and catch potential mechanical failures before flight
Determining Fitness for Flight:
Determining overall fitness for flight, it is an important self-evaluation that every pilot (and their passengers) must conduct prior to any flight operation
Aircraft accident statistics show that pilots should be conducting preflight checklists on themselves as well as their aircraft for pilot impairment contributes to many more accidents than failures of aircraft systems
Checklists such as the "IM SAFE" and "PAVE" checklists provide a self check on our fitness to fly on any given day
Finally, pilots must consider the effects of perceived pressures which lead to hazardous attitudes
Initial Preflight Actions:
Determine if takeoff weather is adquate
Rule of Thumb: For VFR, ceilings at or above 500 feet of Traffic Pattern Altitude; for IFR: at or above appropriate approach minimums
If operating under IFR, review possible departure procedures as applicable
Determine if takeoff performance is adequate
Pilots in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include:
For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC;
For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information:
For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein; and
For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature
This information is not only important for ensuring the flight can be conducted safely, but also in determining if an intersection takeoff is acceptable
Pilots are responsible to comply with 14 CFR 91.137 (Temporary flight restrictions in the vicinity of disaster/hazard areas), 91.138 (Temporary flight restrictions in national disaster areas in the State of Hawaii), 91.141 (Flight restrictions in the proximity of the Presidential and other parties), and 91.143 (Flight limitation in the proximity of space flight operations) when conducting flight in an area where a temporary flight restrictions area is in effect, and should check appropriate NOTAMs during flight planning
Though not legally required, additional considerations apply, especially when renting:
Verify the aircraft Hobbs/Tach times match the recorded times (most flight schools charge by Hobbs time)
Verify past discrepancies
Verify all inspections are up-to-date and will not expire during the trip
Validate aircraft documentation including:
Maintenance logbooks and records, recent airworthiness directives or Service Bulletins, manufacturer’s service letters, as well as any repair and alteration history
Prior to every flight, pilots should gather all information vital to the nature of the flight, assess whether the flight would be safe, and then file a flight plan
Pilots may access Flight Service through www.1800wxbrief.com or by calling 1-800-WX-BRIEF. Flight planning applications are also available for conducting a self-briefing and filing flight plans
Alaska only: Pilots filing flight plans via "fast file" who desire to have their briefing recorded, should include a statement at the end of the recording as to the source of their weather briefing
The information required by the FAA to process flight plans is obtained from FAA Form 7233-4, International Flight Plan. Only DOD users, and civilians who file stereo route flight plans, may use FAA Form 7233-1, Flight Plan
FAA and DOD Flight Plan Forms are equivalent
Where the FAA specifies Form 7233-1, Flight Plan and FAA Form 7233-4, International Flight Plan, the DOD may substitute their Form DD 175, Military Flight Plan and Form DD-1801, DOD International Flight Plan as necessary
NAS automation systems process and convert data in the same manner, although for computer acceptance, input fields may be adjusted to follow FAA format
Supplemental Weather Service Locations (SWSLs) do not provide weather briefings
FSSs are required to advise of pertinent NOTAMs if a standard briefing is requested, but if they are overlooked, do not hesitate to remind the specialist that you have not received NOTAM information
Additionally, FSS briefers do not provide FDC NOTAM information for special instrument approach procedures unless specifically asked
Pilots authorized by the FAA to use special instrument approach procedures must specifically request FDC NOTAM information for these procedures
Pilots who receive the information electronically will receive NOTAMs for special IAPs automatically
Domestic Notices and International Notices are not provided during a briefing unless specifically requested by the pilot since the FSS specialist has no way of knowing whether the pilot has already checked the Federal NOTAM System (FNS) NOTAM Search website external links prior to calling
Airway NOTAMs, procedural NOTAMs, and NOTAMs that are general in nature and not tied to a specific airport/facility (for example, flight advisories and restrictions, open duration special security instructions, and special flight rules areas) are briefed solely by pilot request
Remember to ask for these notices if you have not already reviewed this information, and to request all pertinent NOTAMs specific to your flight
Pilots are urged to use only the latest issue of aeronautical charts in planning and conducting flight operations
Aeronautical charts are revised and reissued on a regular scheduled basis to ensure that depicted data are current and reliable
In the conterminous U.S., Sectional Charts are updated every 6 months, IFR En Route Charts every 56 days, and amendments to civil IFR Approach Charts are accomplished on a 56-day cycle with a change notice volume issued on the 28-day mid-cycle
Charts that have been superseded by those of a more recent date may contain obsolete or incomplete flight information
When requesting a preflight briefing, identify yourself as a pilot and provide the following:
Type of flight planned; e.g., VFR or IFR
Aircraft's number or pilot's name
Aircraft type
Departure Airport
Route of flight
Destination
Flight altitude(s)
ETD and ETE
Prior to conducting a briefing, briefers are required to have the background information listed above so that they may tailor the briefing to the needs of the proposed flight
The objective is to communicate a "picture" of meteorological and aeronautical information necessary for the conduct of a safe and efficient flight
Briefers use all available weather and aeronautical information to summarize data applicable to the proposed flight
Pilots who have briefed themselves before calling Flight Service should advise the briefer what information has been obtained from other sources
AIM, Paragraph 7-1-5 , Preflight Briefings, contains those items of a weather briefing that should be expected or requested
FAA by 14 CFR Part 93, Subpart K, has designated High Density Traffic Airports (HDTAs) and has prescribed air traffic rules and requirements for operating aircraft (excluding helicopter operations) to and from these airport
Additional information can be found in the Special Notices of the Chart Supplement U.S.
In addition to the filing of a flight plan, if the flight will traverse or land in one or more foreign countries, it is particularly important that pilots leave a complete itinerary with someone directly concerned and keep that person advised of the flight's progress
If serious doubt arises as to the safety of the flight, that person should first contact the FSS
Pilots operating under provisions of 14 CFR Part 135 on a domestic flight and not having an FAA assigned 3-letter designator, are urged to prefix the normal registration (N) number with the letter "T" on flight plan filing; e.g., TN1234B
Ensure the gear lever and emergency gear lever, as appropriate, are in the up positions and secure
Set trim controls to the neutral position
Alternate Static Source
Turn on and look for a small increase in the altimeter and VSI
Turn off/close alternate air selectors
A jump in the VSI indicates that alternate air is available, but does not provide a measurement of accuracy
Turn on the battery switch and:
Note that if the starter switch is stuck in the on position, engaging the aster will engage the starter and the propeller will begin turning
While there is no fuel to start the engine, severe injury or death can result from individuals being struck by the propeller; consider shoutint clear prop and checking before engaging the master switch
Fuel quantity should be as expected relative to last flight/refueling/cockpit displays (accuracy permitting)
Ensure the cap is secure
Flaps/Ailerons should be inspected for freedom of movement and/or security of the hinges and actuators
Inspect static wicks and count for expected amount
Inspect wing tip/lights for dents or cracks
Inspect leading edge for dents or cracks
Inspect fuel quantity as expected
Fuel vent secure and free of contaminates (dirt, bugs, ice)
Remove tie-downs/chocks
Place out of way of tires and preferrably not in water
Inspect main gear
Check brake assembly for excessive wear, damage, cracks, or hydraulic fluid
Check the tire for inflation, flat spots, bulges, no cord showing
If retractable, check linkages for conditions, obstructions, and up/down lock switches
Check strut for proper inflation (2.50" +/- .25")
Ensure any castle nuts are safety pinned
Drain sump drain
Check for water, sediment
Verify proper grade by viewing color - clear color (on the bottom) indicates water
Ensure to properly dispose of contaminated fuel
Wing Root/Fuel Sump:
The cabin should be inspected from the other side for over all condition
Tires should be inspected for proper inflation, FOD, damage, showing chords
Brakes should be checked for corrosion, loose connections, fluid leakage and cracks
The fuel should be sumped and checked
The reading you saw on the gauges should be appropriate to what you see in the tanks
Grade/color should be appropriate and sediment or water should not be present
Incorrect fuel can result in engine failures, if you're lucky on the ground, if not, during takeoff and climb
Water will sink to the bottom
Take samples until all sediment or water that may be found is removed
Fuel Strainer Drain:
Drain a small amount of fuel
Check for water (water will sink), sediment, and verify color for proper grade
Sumped fuel should be disposed of in accordance with local procedure, and never dumped on the ramp
Nose:
[Figure 3]
Check engine oil levels and if you're flying the same aircraft often, for sudden drops in fuel usage
The cowling should be secure, all screws in place
Ensure foregin objects (such as birds nests) are not lodged inside, especially if the aircraft has not flown, moreso if it is parked outside, and even more if there are no cowl plugs installed
Be sure to close and lock it after you're done
The propeller and spinner should be checked for damage
Treat the propeller as though the engine magnetos are always live, so as not to be caught off-guard if any propeller movement results in ignition
The drive belts should be checked for proper tension and signs of wear
Leaking fluids should be noted as well as FOD
All visible wires and lines should be checked fro security and condition
The shock strut should be properly compressed
Apply force to verify suspension
Cooling/induction intake:
Check clear of foreign debris
Lights:
Check as appropriate
Nose Gear:
Check springs and struts for damage and cracks
Check retraction mechanism for obstructions
Check up/down lock switches
Check gear doors for condition
Check strut for prober inflation
Check tires for prober inflation and wear
Check components are secure with castle nuts and safety (cotter) pins
Tie-Down: remove and place to side
Check engine cowling secure and fastened
Ensure the engine compartment is clear of FOD such as paper or birds nests
Check the fuel sump
Exhaust Stack:
Check secure and free from cracks and debris
Oil Cooler Intake:
Check free from obstructions or blockages
Oil Quantity:
Check oil level appropriate to engine temperature
Propeller/Spinner:
CHeck for nicks, cracks, and that the spinner and each blade is secure
Check for oil leaks from propeller hub
Left Wing:
Generally the same as other side
Verify fuel tank vent is clear
Blue stains from aviation fuel may be present due to fuel expansion as temperature increases
Ensure stall warning vane for freedom of movement and that it is not obstructed
The microswitch contact should be audible
Pitot Mast:
Verify ram air intake and drain hole are free of obstructions, and, if applicable, the static porn on mast is clear
Airplane Flying Handbook, Check the Propeller and Inside the Cowling
Winter Considerations:
During preflight in cold or winter weather conditions, check for ice on any moving or aerodynamic part, including landing gear
•
Night Preflight:
Night flying requires that pilots be aware of, and operate within, their abilities and limitations
This means more attention to the details of preflight preparation and planning
Preparation for a night flight should include a thorough review of the available weather reports and forecasts with particular attention given to temperature/dew point spread
A narrow temperature/dew point spread may indicate the possibility of fog or clouds
Emphasis should also be placed on wind direction and speed, since its effect on the airplane cannot be as easily detected at night as during the day
On night cross-country flights, appropriate aeronautical charts should be selected, including the appropriate adjacent charts
Course lines should be drawn in black to be more distinguishable
Prominently lighted checkpoints along the prepared course should be noted
Rotating beacons at airports, lighted obstructions, lights of cities or towns, and lights from major highway traffic all provide excellent visual checkpoints
The use of radio navigation aids and communication facilities add significantly to the safety and efficiency of night flying
All personal equipment should be checked prior to flight to ensure proper functioning
All airplane lights should be turned ON momentarily and checked for operation
Emphasis on momentarily when turning on lights such as taxi/landing light and the strobe so as not to blind other pilots
Position lights can be checked for loose connections by tapping the light fixture
If the lights blink while being tapped, further investigation to determine the cause should be made prior to flight
The parking ramp should be examined prior to entering the airplane
During the day, it is quite easy to see stepladders, chuckholes, wheel chocks, and other obstructions, but at night it is more difficult
Inoperative Equipment:
The FAA has developed a process for determining airworthiness when inoperative equipment is discovered
First, determine if there is a minimum equipment list
If not, determine if the item is part of the Type Certificate Data Sheet
If not, determine if the item is on the Kinds of Equipment list
If not, determine if the item is required per FAR 91.205
if the item is not required on any of the above, the instrument must be removed or deactivated, placarded inoperative, and logged in the maintenance manuals per FAR 91.213 and in accordance with FAR 43.9
Reclining Seats:
Personnel embarked in aircraft equipped with seats that have a reclining back shall be instructed to lock the seat in the erect position for all takeoffs, landings, and emergencies
Reclining seats that will not lock in the erect position shall not be used for passenger transport
Best Practices:
When not about to start the aircraft, carefully place the keys in a visible place to emonstrate the magnetos are off
Don't scrape the windscreen!
The FAA WINGS program offers two preflight self-briefing courses:
The C182 pilot reported loss of directional control after landing that was probably related to the passenger depressing a rudder unintentionally
Conclusion:
Treate every preflight like it is your first with that aircraft
It's much better to discover an issue on the ground than face it in the air
Ensure any panel opened is securely latched to prevent in flight deployment, and in the case of a cargo compartment, loosing cargo or having it bind on flight controls
Consider checking the NTSB, by airport, for each new destination
Remember, there are two parts to checking if the flight controls are free and correct:
Free: nothing prevents their movement (bags, kneeboards, your legs)
Correct: when you turn the flight controls, they indicate the correct direction of movement
Especially at unfamiliar airports, review, and have available the airport diagram to maintain situational awareness
Note anything out of the ordinary, especially as it relates to the maintenace performed
Dress for prefligt for comfort and to mitigate distractions - don't get too cold, hot, or wet before you're about to conduct a flight
Pilots that fail to familiarize themselves with all information concerning the flight, and violate airspace or procedures may find themselves subject to FAA Compliance Action, a certificate suspension or revocation, fines, or even criminal penalties
Aircraft preflight includes not just visual cues, but also aural and tactile cues
