Ready To Go – Or Not To Go!

But back at the start point, is the aircraft really ready to go? Have all the tie downs been removed? Chocks removed? Gust locks removed? Pitot cover removed? Oil hatch secured; fuel caps secured? Fuel quantity checked? Bird bungs removed? Cabin doors closed and locked? Baggage door closed? Was the weight and balance checked as OK?

All bags loaded on board or was it a case of ‘Oh I thought that you were putting them onboard’. Oil quantity checked as adequate or is more needed? Time of last light checked. Has the pilot got all the required charts and his GPS device charged up and ready? Has a mud map been drawn up such that there is no need to unfold a chart in the air trying to find a radio frequency? No snags on the Maintenance Release. Does the MR have time to run? 

It can be a good move for a pilot to do a brief walk around the aircraft before getting on board. To ensure that all the above have been checked and that the aircraft is really ready for flight. Another item. Has the pilot looked at the taxi-out path? No service equipment in the way, no other aircraft blocking the taxiway. Where are the cone markers? Which taxiway to get to the holding point?  Also good to review the return taxi path for the same reasons. Are the tie down ropes neatly coiled such that the pilot on return can taxi to tie down half way between them? An employer of new-start commercial pilots will read the above and nod his head. He will have seen all the above. Sometimes you get away with it but then sometimes not. The ATSB will also have seen all the items mentioned. 

One has to wonder about the standard of new pilots, commercial pilots in particular. What were they taught at flight school? No doubt the basics of how to fly an aircraft but what do they teach in regard to total aircraft operations? In years gone by it was called airmanship but in more recent times it is now called competency and a tick in a box. That is turn reflects on the standard of knowledge and experience of the flight instructor. What does he or she know to pass on to their students? Does, say, 250 hours to get an instructor’s ticket really give a pilot enough background experience to pass on to students?  

Over the years this writer has witnessed or heard of more than a few of the above-mentioned items. There are many things that can lead to a major issue in the pre-flighting of an aircraft. There are also many ways to prevent those issues. Knowledge, experience, being thorough and a good instructor all help. Have a safe flight. 

INSTRUCTOR TIP OF THE MONTH.

The tow bar. A great device to move an aircraft around on the tarmac. However, they should be removed the minute an aircraft has been re-positioned. 

History will show that there are any number of tow bars that have been forgotten to be removed before start-up. The result is a damaged prop and a destroyed tow bar. Beware flying objects! 

Even experienced pilots have been known to taxi or even take-off with the tow bar in place. It does happen!