Thursday, March 30, 2006

Spared! ... for now...

Pilots!

Good news -- the petroleum gods have smiled... or at least, frowned less upon us than expected. AvGas prices will remain the same this week, as will fuel surcharges at $3 and $5/hr. We crave the day when these will disappear, but with world events as they are, and with the petroleum companies beset on all sides by ... (shakes "magic excuse" 8-ball) ... increased springtime demand... it may be some time, if ever, before we see relief.

Riverside Airport (KRAL) is having an Air Show this coming Saturday. Since Fly Corona! is heavily involved in Corona's Air Show (well, ours is a "Faire") this year (in October), we will be there to take notes and meet our fellow aviators to the east. The airport is only open for flight ops until 9:30am, and you may be able to hitch a ride with one of us! A 10-minute flight sure beats a 30-minute drive, and it just looks darn cool. Regardless, Admission is free! (car parking: $5). More information can be found here.

Students, check NOTAMs to learn about airport closures like this. Imagine sharing the pattern with an air force high-speed demonstration... just long enough for tower to give you an exciting lecture.. or perhaps a less exciting phone number.


There is a TFR north of Banning Airport (see image, click to expand - TFR is the red circle, UFN = "Until Further Notice"), which showed up today. Cheeky Pilots doing XC work to Vegas, Laughlin, or other party points east involving the Banning Pass -- be sure to stay well clear. Nobody at the blackjack table wants to hear about how you lost your license because you busted a TFR restriction.

I just noticed that there is an IFR intersection called MORON on that map. I've never seen it before on my charts. Someone at the NACO/NOAA Charting Office has a cruel sense of humor! Sorry Banning Pilots! (we're not sorry, however, to certain Shady A&P Friends from that area! :) )


There are impressive clouds and winds tormenting us lately on the periphery. So far, but for a few raindrops, Corona remains the "cylinder of great weather" this week. Let's hope for continued lovely weather and blue skies, and marvel at vertically-developed cumulus from afar.

- Mike

Tuesday, March 28, 2006

Rainy weather...

Hi gang,

Not much to update in the past week. Cessna 04H completed her 100hr last night. We were able to field a squadron of people in the hangar from about 4pm to 10pm and knock the thing out. 04H is back on the line and feeling strong, with no cancellations! (a record for us)

Cherokee 08F will be receiving a new propeller this week. She was having trouble making static run-up (about 25 RPMs shy), and after some deliberation, we chose to blame the prop.

We will be adding a set of Jeppesen DVDs to the lending library for Private, Instrument, and Commercial. We find the Jeppesen videos to be a little dry, but the information is well presented and thorough. Run-time is about 10 hours for Private, and 10 hours for IFR/Commercial. Please let the office staff know if you are interested in borrowing a set.

As you know, we normally bill your account for the full value of a book, then credit it in full on its return -- since DVDs are prone to being scratched over time, we will be loaning out copies only, not originals. These copies will incur only a $30 refundable deposit to your account, credited on their return. (far better than the $300 retail it would incur otherwise)

In my own opinion, I find the Jepp DVDs better than the King or the Sporty's sets. We may make copies of the others in time, though, so look for those eventually.

Fuel prices are sneaking up again.. which may spell trouble for everyone. This time last year, 100LL AvGas was $2.29/gal. We are currently at $3.49 and likely on our way to $3.69 soon, with no end in sight. This $0.20/gal increase represents an increase in $1.20/hr to operate the C150s, and $1.60/hr to operate the C172s and PA-28. As a result, fuel surcharges may go to $4/$7 soon (from the current 3/5). We will post this event in the office if it occurs, so there will be no surprises. As soon as prices change, we will drop the surcharges promptly. (we hate them too!)


There is a rumor that Fly Corona! may be getting a Cirrus. More when I know it. :)

Blue Skies!

- Mike

Tuesday, March 21, 2006

2 down, one to go

Hi Gang,

Cessna 20U completed her 100hr in record time on Sunday. Especial thanks to Kamau K and Scott D for their work during, and Mike W and Chris F for their preparatory work to get 20U checked out and back on the ramp in a hurry!

Cessna 68U completed her 100hr today. Mike W and Chris F were solely responsible for the quick inspection and return to flight for 68U.

We are in the market for another Cessna 172. if you are interested in leaseback information, please consult with me or the staff, or email mike@flycorona.com for more details on a unique aircraft ownership opportunity with some income potential.

Friday, March 17, 2006

Scheduling System Upgrade

We added ability for office staff and CFIs to maintenance or off themselves (or the planes) with a single booking, not the current 3. The standard booking system should remain unaffected.

Please email mike@flycorona.com if you experience difficulty booking so that we can take care of it ASAP.

Thanks!

100hr in the rain!

A rainy weekend! Are we that close to April already? As odd as it sounds, we're glad for a quick respite -- our 172s have been prowling the sky en masse, and they are all nearing their 100hrs. We intend to capitalize fully on any downtime and get the birds freshened up and on their way.

Cessna 20U is going down for her 100hr inspection today.

Cessna 68U will go down for 100hr on Monday, or following 20U's completion, or when the time is due -- whichever comes first. (currently about 12 hours away)

Cessna 04H will likely go in the following Monday, unless she hits time early (currently about 23 hours away)

Pilots - if we need to call to shuffle you around, please indicate if you are willing to fly a different type of aircraft! The C172s are tight this week, however, Cessna 08V and Cherokee 08F are good fliers, have more availability, and can add a little variety to your training. Be sure to let us know if you're willing to try a different type -- it will help us fit everyone in!

We will try our best to alert you to any forced cancellations as soon as possible. Please alert the staff if we are performing sub-par, so that we can make amends.

Thanks!

- Mike

Thursday, March 16, 2006

Schedule tweak, welcome back Cessna 08V!

Hi gang -- quick jot.

Cessna 72F is finally going in for the starter conversion. We expect her back early next week.

Cessna 08V is back on the line after her brake overhaul.

The Skyhawks cannot seem to stay on the ground. Expect 100hrs soon and random schedule shuffling soon.

--

Also, There was a bug in the schedule affecting certain Firefox users, with regard to an interaction with certain extensions. Booking/deleting should now be possible again, however popups which are redirected to tabs will still not close on their own (they will book just fine). I apologize for any inconvenience (if any, I noticed it today)

Blue skies!

- Mike

Monday, March 13, 2006

Some idle thoughts about safety-net engineering and pre-flights

Hello All,

The chatter around the office today has me thinking about "risky behavior" as it pertains to piloting. I think everyone knows that the pilots who cut off other planes on base-to-final, do so with no radio calls, and generally muck up the traffic pattern are definitely "risky" pilots. That's a no-brainer. I'm pondering lately things which the plane is designed to catch, and which I see pilots skirting from time to time for various reasons.


Consider this scenario:

You are a pilot who has decided to attend a fly-in meeting. Great idea! The fly-in (let's call it the annual meeting of jerks who cut off other pilots in the pattern -- the good old JWCOOPITP) meets at French Valley airport (another place with "spirited" pattern work on weekends), some 30nm away, at 3pm sharp. It's a 25 minute flight with ease, and it's now 2:30pm -- you're late, and you just received your plane from another pilot which has been flying all day. The other pilot tells you he flew an hour on "topped tanks" (which in a C172, means 8 gallons of the 39 total burned, leaving 31 -- plenty!)

Do you skip the pre-flight?

Do you do a shortened pre-flight? If so, what things do you check? What do you leave out? What's optional?

Let's run down a typical pre-flight checklist (yes, in it's gruesome detail) and think about which things we consider to be:

1. Crucial to flight.
2. Important but not crucial for flight.
3. Trivial.

---


Here's a typical checklist:

Cabin

Verify AROW documents
Set parking brake
Fuel gauges - check
Flaps - extend
Fuel Selector - set to Both
Lights - on

Left Wing

Main Wheel - check for inflation and security
Brakes - check for cracks, leaks, and function
Fuel Sump - drain
Cabin Air - check for blockage

Pitot Tube Cover - remove
Stall Warning Horn - test
Fuel Tank Vent - check
Flap - check for freedom of movement and security
Aileron - check freedom of movement and security
Position light - verify green

Empennage

Elevator - check for movement and security
Antennas - check for security
Tail beacon - verify red/flash
Baggage Door - closed/latched

Right Wing

Main Wheel - check for inflation and security
Brakes - check for cracks, leaks, and function
Fuel Sump - drain
Cabin Air - check for blockage

Fuel Tank Vent - check
Flap - check for freedom of movement and security
Aileron - check freedom of movement and security
Position light - verify red

Cowling

Engine Oil Level - check level > 6 qts
Fuel Sump - drain
Propeller - check for security, nicks
Alternator Belt (Lycoming engines only) - verify tension
Air filter - check for blockage
Landing Light - verify on
Nose wheel and strut - check for proper inflation and security
Static ports - check for blockage

Cabin

Flaps - retract
Lights - off
Trim - takeoff setting

---

Ugh, I'm tired just reading that. A good preflight can easily consume 15 minutes or more of time -- putting you very late at the fly-in, and costing you serious credibility as a jerk pilot (jerk pilots don't fuss over preflights, I'm pretty certain). Maybe you'll make time for 5 things? What would they be?

For me (and CFIs and pilots can freely disagree with me), my personal 5 are:

1. Fuel
2. Oil
3. Fuel Sumps
4. Control Surface movement
5. Fuel!

I am exceedingly superstitious when it comes to Fuel and Oil. Why? because there is no engineering solution possible for a pilot who leaves with insufficient fuel or oil. I never take anyone's word for the fuel level - ever. I always check it, and as silly as this sounds, I want to see the fuel in the tank. I've even put my fingers in the tank to verify that it wasn't just a shadow. Yes, I'm silly -- but I'm also alive. Let's look at the other things we do. I'll group them in my own personal order of importance. Again, this is just my opinion, everyone will form their own, but I don't think mine are that bad for a start.

Fuel - see above.

Oil - see above. Airplane engines naturally burn oil as part of their cooling mechanism (airplane engines are air-cooled, not water-cooled) -- so burn rates up to 1 quart per hour are not unheard of, especially on hot days. However, if a plane comes back from a 1-hour flight with only 4 quarts in the sump -- start asking questions. Oil leaks, while very rare, are a big deal. I have heard mechanics say that an aircraft engine can run on as little as 2 pints of oil and function correctly. That's Great -- they're on the ground and profit when engines burn up. Take 6-8 quarts with you.

Fuel Sumps - everyone remembers that water is heavier than Avgas. Water settles to the bottom of the tank -- right where the fuel pump pickup tubes are. If there is water in one tank (often a symptom of condensation), chances are good the other tank has it too. Check both for contamination and get it out - engines cannot burn water, and water in the lines can cause an engine hiccup at an inopportune time. Like at 100' AGL on departure.

Control Surface Movement- this includes your aileron, elevator, and flap checks. While some think this is an exercise designed to watch students pinch their fingers, if you've ever seen how concerned your CFI is about the quality of your tenth pre-flight, you'll know this theory is rubbish.

Every flight control surface is connected by not one, but two steel cables which are virtually indestructible. With this sort of redundancy, who needs to check control cables? You do. Redundancy in systems, while great for safety, may also mask certain problems -- for instance, who wants to learn that the aileron "backup" control cable had some slack in it, requiring full-yoke to counteract... on short final? Not you! Move the control surfaces in both directions and verify that the yokes move immediately and synchronously with your movements. This is the only chance you have to verify that both cables are functioning correctly. Any noticeable lag is a reason to ground an aircraft, period. That said, breaking a control cable on a properly pre-flighted plane, should be a non-event, so this is #3 in my list. Some of you might have placed it higher.

For the record, it takes a high-power Sawzall cutter with fine-toothed steel-cutting blade 10-15 minutes to cut a single Cessna control cable. Don't ask how I know that.

Also, do not push on the rudder -- it is connected to the pedals and will not move at all. You can actually stretch the cables by forcing movement on the ground.

Wheels and Brakes - I prefer to have my wheels on cars attached, and the same goes for Airplanes. I look for 3 things, in this order:

1. The cotter/clevis pin. This is the huge brass clevis which holds the wheel onto the spindle. It is splayed on the end to prevent its movement. These things are impossible to remove on purpose, let alone on accident -- but check them anyway. The wheel will not fall off with this pin missing, but taxiing will be very unpleasant with no wheel bearings -- the plane will pull to that side, most likely at an inopportune time.

2. The tire condition. Especially on our planes, which go through tires every 30 flight hours, it is not uncommon to find a bald patch. Aviation tires are 6 or 8-ply thick, but if you can see even one of the underlying plies, ("the skid"), you should evaluate the situation. I also watch the tires when I pull the plane forward -- the skids are very easy to spot on a rolling tire.

3. The brakes. I check these because I am here -- brake fluid is a bright red color, and very easy to spot on white calipers. No, you don't need brakes to land, but if you reach for them and only have one working, you'll do interesting things with your airplane, possibly under a control tower's eye. Better to know up front to avoid unpleasant conversation about your airplane-that-does-cartwheels. Also, we set the parking brake in the cabin first in order to verify the brakes are working -- pull on the plane and see if it rolls at all -- it shouldn't. Neat, eh?

Propeller -- it takes a very large nick in a prop to make it out of balance, but look for it anyway. The entire weight of the plane hangs on the prop -- make sure it's in good shape.

Pitot Tube / Static Ports - this is your airspeed indicator, altimeter, and VSI. Do you need an airspeed indicator to fly? Not really. But what if it's reading 20mph too low? Not so bad, you just land long. What if it's reading 20mph too fast? maybe a stall on the base leg? no thanks!

Altimeter should be self explanatory, but it can be similarly "off". Set it on the ground during run-up, and mistrust it, just in case. If the ground looks 50' away, and the altimeter shows 250' -- trust your eyes!

Nobody neeeeds a VSI, but it sure is handy.

Fuel Gauges -- No, I don't fly on them - I do the math. But a gauge that reads 1/4 before you'd expect it to -- that's information you can use. Maybe you lost a fuel cap, and your fuel is being venturied out. Verify they work on the ground so you can get trend data and act pre-emptively to strange readings.

Fuel Tank Vents -- these seldom get clogged, but if they do, they can create a dangerous vacuum in your fuel tank, preventing the fuel system from drawing. Listen for a vacuum "chuff" when you open the fuel cap to check the fuel level. If it chuffs, you might have a clogged fuel vent, and possibly only half of the usable fuel you planned on.

Air Filter -- yes, you have an alternate air source if this gets clogged, but it's nice to know it's clear and free-breathing. The loss of 100 RPM can equate to 20+ horsepower lost to you in flight, unusable.

Lights -- in the daytime, nobody cares, right? Wrong -- control towers see you by the tail beacon. Ground crews and hold-short traffic see your landing light. I don't think anybody looks at the wingtip nav lights during the day, but why not have them working? In the nighttime, everything is mandatory -- check them for afternoon flights just in case you extend.

Cabin Air -- the worst case here is a hot pilot? Big deal? Yes, and on a cruelly hot summer day, this can be an issue. Where is it hottest in an airplane? Arrival and Departure. When is a pilot's workload highest? Arrival and Departure. Want to shoot that crosswind final approach in 80 degrees with a breeze, or 120 degrees and baking? No-brainer.

Antennae -- COMs and NAVs and Transponder. Do you know which antenna is which? If not, check them all -- these you want working. The rest only concern IFR pilots. (ie, Marker Beacon, ADF, GS receiver) or Search and Rescue (ELT Beacon)

Documents -- You're required to have them. The FAA does random ramp checks. Verify them. Why is this last? Because nobody lost an airplane due to a registration expiring in-flight.

---

So, you may have noticed, that of the 15 minutes required for a thorough pre-flight, about 13-14 of them are for important things. You may as well invest the extra 2 and get a thorough peace of mind. After all, 2 minutes might discover something you'd have preferred not to tolerate in-flight... !


Fly safe, and fly thoroughly. And don't be a jerk pilot, however cool their acronyms are.

Everything is there for a reason -- you just haven't learned them all yet! (me neither!)

- Mike

Friday, March 10, 2006

Please welcome back.... Cherokee 08F!

Returning from Cable and a batch of numerous radio renovations, Cherokee 08F has returned from her final adjustment and is ready to fly. Some of her numerous renovations over the past month include:


A new Digital Nav/Comm and return-to-function of both VORs. (she was VFR only for a while)
Rudders completely rerigged and are now looser/more compliant.
A cylinder top overhaul to return smoothness and power to the engine

And all sorts of other niceties that pilots should enjoy.

For those of you who switched to C172s to hide from the maintenance doldrums, we would like you to try 08F once again and give us your feedback. Fly Corona! will comp former cherokee pilots 50% of a flight in 08F (up to 1 hour) to test her out and see what you think. Mention it to the office staff when you fly, and we'll split the bill!

We're confident that 08F is a better bird than ever, and that you will enjoy buzzing around the LA Basin with new speed, radios, and a pleasant all-around experience in the Cherokee.

For those unfamiliar with the plane who want to give it a try, book a check-out flight today! (we recommend CFI Jeremy for Piper checkouts)

--

Cessna 68U has returned from John Wayne with shiny new VORs, ready for the clouds.

Cessna 20U has gone in to John Wayne for a VOR checkup.

Cessna 08V is back on the line after some extended engine troubleshooting.

--

As we remain in proactive maintenance mode (which is likely to go on through most of March), the following things are likely to occur next week:

Cessna 72F's starter conversion should wrap up.

Cessna 08V VOR replacement.

Cessna 68U interior refurbishment.

Cessna 20U yoke bushing replacement.

And I believe we have a 100hr or two coming up (our 172s will be due)

--

That's all for now -- Blue Skies!

Tuesday, March 07, 2006

Important Maintenance Update!

Pilots!

This week sees our fleet scattered all about for updates and repairs as needed. Here is an update for all:

Cessna 72F is still in for its keystart conversion. I will post more as I know it.

Cessna 08V is due back tomorrow (Wednesday) from the engine work that has been done.

Cessna 68U is at John Wayne (SNA) for VOR replacement. We expect her back this week sometime, and we may need to shuffle 172 pilots around to accomodate any overrun at the avionics shop, as needed.

Cessna 20U will be going to John Wayne after 68U for a similar VOR replacement.

Cherokee 08F is at Cable (CCB) for what we believe to be the last tweak to the avionics stack. 08F will be receiving a Digital flip-flop Nav/Comm radio, as well as weeding out a volume flutter in her new intercom. We expect her back Wed or Thu.

CFI Alan is grounded pending a complete re-rig of his vertical stabilizer (aka spine). Alan is due back on the line in 3-6 months as the experts overhaul any affected systems.

In all seriousness, though, Alan Shanahan is an integral part of the FlyC family, and he's grounded. As we have worked with Alan over the last 2 days to properly route and hand-off the training for his students, I am reminded that there is no instructor who cares more about aviation, flying, and his students than Alan. I can think of no crueller diagnosis for an aviator than to be relegated to the bedside, staring out a window, and sighing as the clouds frolic overhead, and our airplanes cut the silence with that taunting drone promising good times and stories. Our skies will be a little poorer without Alan sharing them, and we all wish for his swift mending and restoration to health.

As we watch these days pass swiftly for our CFI with the folded wings, if there are any pilots or friends of the school who wish to send a momento, airplane trinket, or just plain old good wishes, then please let us know, so that we can pass them on. I think Alan would love to hear from you.

Thanks! Blue Skies!

- Mike

Sunday, March 05, 2006

"Los Angeles Tower, Cessna N8520U with you, landing Los Angeles"

Proof positive that a Private Pilot enjoys the same rights and priveleges of any other pilot certification -- our very own Cessna 20U recently did a Cross-country flight to Los Angeles International Airport. Why? Because it is there.


Our own Mike Walsh, accompanied by CFII Ryan Farr, made the XC journey into the heart of darkness. Becoming what was probably the only piston-powered airplane into LAX all month, our intrepid pilots enjoyed a full throttle no-flaps final approach, breaking all laws of cessna physics, and spurring our fearless Skyhawk to an unprecedented 140mph as they screamed over the numbers for 25L, reining in the poor plane to a halt just past Taxiway "Gee", at appx 3,100' length -- or 100 feet shy of the full length of our runway at Corona -- so those of you contemplating reproducing your own full-speed approach here at home, forget about it....but when you're landing on one of Los Angeles International's four 11,000-feet runways, it somehow doesn't seem like such an issue.



Imagine the look on the face of the Boeing 757's crew, when Los Angeles Ground asked them to "hold for the taxiing Cessna" -- an unseen gnat lost beneath their powerful instrument panel holding up the flight of a few hundred business travellers, just for a moment.



Fly safe -- but definitely do some industrial strength flight planning before tackling something like this -- your certificate depends on it.

Wednesday, March 01, 2006

Maintenance Updates & That mysterious 100-hour...

Hi Gang,

Cherokee 08F has returned from her very thorough 100hr inspection. I apologize to the Cherokee pilots who were caught by both weather and maintenance over the last 3 weeks. 08F will be going to Cable for some additional radio work sometime in the next week, but she is ready to fly again after a brief hiatus.

Cessna 08V has returned from the engine shop. She had a new alternator installed and an oil leak found and fixed.

Cessna 72F will be taken down this week in order to effect a conversion to key-start. We're fed up with the pull starter. :)

---

It occurs to me that some of you (particularly Cherokee pilots) are wondering what is involved in a 100hr inspection, and what the big deal is all about. I often throw the phrase around like it's a routine thing, because for us, it is -- however, it is quite an involved process that you should understand and appreciate.

FAR Part 91.409(b) states, among lots of other gibberish:

no person may give flight instruction for hire in an aircraft which that person provides, unless within the preceding 100 hours of time in service the aircraft has received an annual or 100-hour inspection and been approved for return to service in accordance with part 43 of this chapter

Part 43 details the mechanic's responsibility for logging airframe repairs, but let me describe for you a little about what is involved in an actual 100-hour inspection.

The minimum time any 100-hour will take is appx 16 hours' labor. That's if there are no squawks. Some planes have great 100hr inspections, and sometimes, there are more than a normal amount of things to fix. A typical 100hr squawk list is about 20 items which need replacing or repair. This month, Cherokee 08F had 37 items -- hence the unusually long 100hr.

Say what you want about the FAA -- I think the 100hr inspection is an excellent way to ensure that the Aircraft remain flying and in great condition. It is due to the stringent maintenance and the "graceful failure" engineering in our aircraft that any developing problems always remain small and manageable, even in-flight.

I laugh when I see car dealerships advertising "70-point inspections" -- I present to you our "appx every month 205-point aircraft inspection" Next time you see that car broken down in the fast lane on the 91 freeway, marvel at the following things we do every 100 flight hours:

The Fly Corona! 100-hour inspection


Stage I: Flight runup

- Check Fuel Pump Pressure
- Check Oil Pressure
- Check Oil Temp
- Check Voltage/Charging System
- Check Parking Brake Operation
- Check Vacuum Pressure
- Listen for Gyro noise/whine in Gyro instruments
- Verify operation of Cabin Environmental Controls
- Verify Magneto Switch Operation
- Record Mag Drops (L & R)
- Check Throttle Cable Operation
- Check Mixture Cable Operation
- Check Carburetor Heat Cable Operation
- Note Engine Idle
- Check Avionics Operation

Stage II: Engine

- Remove Engine Cowling
- Clean and Inspect Cowling for Damage
- Drain Oil
- Change Oil Filter
- Install new Oil Filter
- Inspect Oil Temperature Probe for leaks/ill fitting
- Inspect oil cooler lines and fittings for leaks, security, chafing dents, and cracks.
- Clean and inspect oil cooler fins
- Fill engine with 8 US quarts Aero Shell 15W50 oil.
- Clean engine – CAUTION – do not contaminate vacuum pump with cleaning solution
- Check condition of spark plugs. Clean and adjust air gap as required
- Inspect spark plug cable leads and ceramics for corrosion and deposits
- Check cylinder compression
- Reinstall spark plugs – torque to 360 – 420 ”/lbs (30 – 35 ‘/lbs)
- Check cylinders for cracked or broken fins
- Inspect rocker box covers for leaks. Remove covers every 400 hours and check per note 12
- Inspect magneto points for condition and proper clearance 018” ± .006”
- Inspect for Oil leaks
- Inspect breaker felts for lubrication
- Inspect distributor block for cracks, burned areas, or corrosion and height of contact springs
- Check timing - light on 25° BTDC
- Clean air filter – NOTE: If filter is K&N clean per instructions
- Drain Carburetor and clean inlet strainer
- Inspect condition of carb heat air box and door
- Inspect vent lines for fuel leaks and clamps for tightness
- Inspect all induction hoses – replace as needed
- Inspect condition of all flexible fuel lines. Replace at Engine TBO or as required
- Inspect fuel system for leaks. Replace rubber fuel tank vent hoses every 1000 hours.
- Clean screen in electric fuel pump and re-safety
- Clean filter bowl and re-safety
- Inspect vacuum pump and hoses.
- Inspect throttle, mixture, carb heat cables for security, travel, and condition
- Inspect exhaust system
- Inspect engine breather tube for obstructions and security
- Inspect crankcase for cracks, leaks, and security of seam bolts
- Inspect engine mounts for crack and loose mountings
- Inspect engine baffles
- Inspect all wiring connected to engine or accessories
- Inspect firewall seals
- Inspect condition and tension of alternator belt
- Inspect condition of starter and alternator
- Lube starter bendix drive
- Inspect security of starter and alternator mounting
- Check brake fluid reservoir
- Lubricate all engine controls
- Reinstall cowl

Stage III: Propeller

- Inspect Propeller back plate
- Inspect blades for nicks or cracks
- Inspect spinner mounting brackets
- Inspect Propeller mounting bolts and safety wire
- Reinstall Spinner

Stage IV: Cabin

- Inspect cabin entrance, door, and windows for damage and operation
- Remove seats, carpet, plates, and panels
- Inspect seats, seat belts, and seat tracks
- Check trim operation
- Inspect rudder pedals
- Inspect parking brake handle for operation and cylinder for leaks
- Inspect control wheels, column pulleys and cables
- Inspect flap handle and cable attach bolt
- Inspect cabin, navigation, landing, pulse, and instrument lights
- Inspect pitot/static instruments, lines, and attachments – See SB 582
- Inspect gyroscopic instruments
- Replace air pump filter at annual
- Replace regulator filter at annual
- Inspect Altimeter. Check IFR Cert
- Check operation of the fuel selector valve.
- Inspect condition of heater controls and ducts
- Inspect condition and operation of air vents

Whew... halfway there!

Stage V: Fuselage

- Remove inspections plates and panels
- Inspect battery, box and cables
- Inspect electronic installation
- Inspect bulkheads and stringers for damage
- Inspect antenna mounts and electric wiring
- Inspect ELT
- Proper installation
- Battery Corrosion
- Operation of the controls and crash sensor
- Sufficient signal
- Battery due date
- Inspect aileron, rudder, stabilator, stabilator trim cables, turnbuckles, guides, and pulleys for safety, damage, and operation
- Check all cable tensions
- Aileron 40 ± 5
- Flap 10 ± 1
- Stabilator 40 ± 5
- Stabilator trim 14 ± 1
- Rudder 40 ± 5
- Inspect fuel lines, valves, gauges for damage and operation
- Inspect vertical fin and rudder for damage
- Inspect rudder hinges, horn and attachments for damage and operation
- Inspect rudder control stop to insure stop has not loosened and locknut is tight
- Inspect vertical fin attachments
- Inspect rudder hinge bolts for excessive wear
- Inspect stabilator surfaces for damage
- Inspect stabilator, tab hinges, horn and attachments for damage and operation
- Inspect stabilator control stops to insure stop has not loosened and locknut is tight
- Inspect stabilator attachments.
- Inspect stabilator and tab hinge bolts and bearings for wear
- Inspect stabilator trim mechanism
- Clean and lubricate trim drum screw
- Lubricate all control system moving parts
- Inspect Vertical fin strobe for operation and security
- Reinstall plates and panels

Stage VI: Wings

- Remove inspection plates, panels, and fairings
- Inspect surfaces and tips for damage, loose rivets, and condition of walkway
- Inspect aileron hinges and attachments
- Inspect aileron control stops to insure stop has not loosened and locknut is tight
- Inspect aileron cables, pulleys, and bell cranks for damage and condition
- Inspect flaps and attachments for damage and operation
- Inspect condition of bolts used with hinges – replace as required
- Lubricate per lubrication chart in Piper Service Manual
- Inspect wing attachment bolts and brackets. Replace flexible fuel lines at engine overhaul
- Inspect fuel tanks and lines for leaks and water contamination
- Fuel tanks marked for capacity
- Fuel tanks marked for minimum octane rating
- Inspect fuel vents. Replace flexible lines at engine overhaul
- Inspect all air ducts, electrical leads, lines and attaching parts for security, routing, chafing, deterioration, wear, and correct installation
- Reinstall inspection plates and fairings

Stage VII: Landing Gear

- Inspect oleo struts for proper extension per Piper Service Manual – 3” minimum
- Inspect oleo struts for fluid leaks and scoring
- Inspect nose gear steering control for travel
- Jack aircraft
- Inspect tires for cuts, uneven or excessive wear and slippage
- Remove wheels
- Clean and repack wheel bearings
- Inspect wheels for cracks, corrosion, broken bolts
- Check pressure
- Inspect brake lining and disk for condition and wear
- Inspect brake backing plates for condition and wear
- Inspect brake lines
- Inspect shimmy dampener
- Inspect gear forks for damage
- Inspect gear struts, attachments, torque links, and bolts for condition and security
- Reinstall wheels
- Remove a/c from jacks
- Lubricate all moving components
- Inspect wheels for alignment

Stage VIII: Paperwork & Certification

- Aircraft conforms to FAA Specification
- All latest FAA Airworthiness Directives complied with
- All Manufactures Service bulletins complied with
- Check for proper flight manual
- Aircraft papers in order (AROW documents)

Stage IX: Squawks

- Repair or replace all items not found to be airworthy
- Sign Airframe & Engine Logbooks noting all work completed
- Return Aircraft to service.

...whew!

We do these inspections very routinely, and I think it is worth the time of every pilot to see one in action, or even assist if possible. If you are interested in seeing the innards of your favorite plane, drop me a line and let me know. Since the process is very laborious, if you would like to volunteer to get dirty with our mechanics, we credit $7.50/hr in flight time for assisting us with 100hrs. Don't worry -- only FAA-certified mechanics are allowed to put things ON the aircraft -- but there is plenty of screwdriver and scrub-brush work that goes on, which anyone can do.

Let me know if you'd like to learn AND get a little dirty AND get flight time credit in the process. I guarantee healthy amounts of all 3! :)

Blue (if soggy) Skies!

- Mike