Preparation for spring’s first flight

	Check avionics connections for security and corrosion.
	Check all the nooks and crannies for mice, rats, nests and excrement. (F-1 Rocket engine installation)
	All controls should be checked for smooth, free movement.
	Check inlets/outlets and vents for nests and other obstructions.
	While checking for leaks, inspect the exhaust for cracks to avoid potential danger.

COPA Flight Editor, Michel Hell and I were discussing my preparations for my first flight after nearly seven months of inactivity and suggested it would be a good column topic. (I suppose it beats my proposed report on the Victoria Airport Authority which would have been of interest to fewer readers).

This is a first go for me writing on this topic as we rush to our editorial deadline - so, please don’t consider the list fully inclusive for you or your aircraft. Moreover, this doesn’t need to be a spring-only checklist as it can apply any time you or your aircraft have been estranged for a lengthy period.

Aircraft preparations

A bird that has been languishing in a tie down or hangar for months needs more attention that a normal pre-flight walk around inspection.

For aircraft that burn car or marine gas, a few months of sitting around can result in significant deterioration. I got a free dunking in a lake with an aircraft wrapped around me when an owner asked me to ferry his plane to another airport and had left five gallons of old gas in the tank. When queried before the flight he advised he had added fresh fuel for the flight – yeah, two gallons.

Whilst prepping my bird for its first flight in 2006, a wasp creeping under my canopy cover reminded me to look in the corners and crevices to ensure a squadron of stingers weren’t waiting to swarm me with stingers bared just after take off! 

While it isn’t necessary to conduct a full annual inspection after an absence of flying for months, it’s wise to remove all the cover plates and looks for creatures “crashing” your party. Bird droppings can damage the finish and rat residue is extremely corrosive and can create structural damage. 

Have a good look and check for chewed wires that can lead to some interesting electrical problems that are challenging to trouble shoot.

An engine that wasn’t long-term inhibited might have dry cylinders with the last vestige of oil long-gone. At the risk of a live magneto that might have occurred due to a corroded grounding wire etc., it would otherwise be wise to pull the propeller blades through numerous revolutions to ensure the oil pump is primed and perhaps get some lubricant flowing to some of those tight areas throughout the powerplant. 

Starting up with a “dry” engine can do more damage in a few seconds that an entire season flying and normal wear and tear.

A late AME once told me that on one type of smaller engine he conducted tests whereby he was able to turn off the oil flow with a selector. The engine failed in 12 seconds.  Consider the effects of start-up on a dry engine.

Attention is likely needed with tire pressures, potentially corroded radio connections, battery electrolyte level and engine air filter for contamination and deterioration. Be sure to check the fuel for contamination (all the sumps) and the propeller for deterioration and to ensure the bolts’ torque hasn’t changed. 

This is only a partial list, but, you get the idea. A good cleaning will allow you to check for cracks, corrosion and cleaning up antenna connections will help with your radios’ reception and transmission range.

Remember, rubber has a useful life of approximately five years and components using this material are more likely to fail or deteriorate with age. Some of these items include, hoses, driven belts, engine plenum seals, tires, some types of grips and gaskets between some components.

Flight controls are extremely important so ensure their full freedom and correct directional movement. While you are at it, check the security and potential torque of tail and control attachment bolts.

Your pre-flight should include an intensive look for leaks (oil, fuel, coolant, electrolyte) to determine the potential failure of a seal, plug or battery. Often the hangar floor or generally the area under the aircraft will provide some idea of possible drips. 

I can always tell when I have a battery acid drip problem by the holes in my blue jeans….

After a long grounding, the first flight shouldn’t be lengthy as these aging components may well hold their fluids sitting still; however, they may fail creating significant leaks at high power settings. 

Similar to any other “test flight,” that first sortie should be brief and followed by a good look under the hood after landing.

Paperwork and equipment considerations:

Don’t forget to obtain the desired level of insurance coverage. You may have placed the bird under tie down insurance only and may wish to acquire in-flight coverage. (Many cases of this have occurred in the past and it’s an expensive reminder when a claim is denied).

Remember too that you need to carry mandatory liability coverage. You can now buy your 2006 Silver Wings coverage on line! Visit the new Marsh website www.marsh.ca/copa

Has your aircraft had its annual inspection thereby meeting that requirement for the period you will be flying? 

Are all of the AD’s or other compulsory work completed?  Take a look at the SB’s, SL’s and other information to determine whether it would be wise to comply with some of these instructions. Remember, it is not your AME’s responsibility to ensure any of the mandatory mods have been completed – it’s the aircraft owner’s duty.

Review your list of documents you should be carrying on your flights. While you can take off without carrying the journey log for a local flight that will not be landing elsewhere, it’s generally wise to carry this log as there are likely other documents within that might be necessary in the event of an emergency touch down. 

Remember to carry the intercept signals – something that is more likely to be used nowadays with increased security levels. 

You should also carry the following documents: proof of insurance, C of A, C of R, an up to date compass correction card, first aid kit, flashlight, ID, perhaps your pilot logbook as well as personal floatation devices and survival gear if applicable for your particular flight. 

Although not every item listed is legally mandatory, most are and the additional items are wise.

Remember the currency requirements and the fact you can’t carry passengers after six months of inactivity until you have flown five take offs and landings. Yep, that will make you entirely current again… especially for that short field approach and landing into that tree-lined remote fishing strip in a strong crosswind. 

Obviously, the currency requirement is a minimum so be responsible and wise and polish up the skill set you will need for any planned trip – and perhaps those surprise emergencies that don’t announce their intentions before take off.

Another tool that often proves handy on flights is a cell phone. I have often seen these devices put to good use during flights to gather critical information when the pilot might not be within range of VHF communications with FSS. Crash on a mountain and the cell can be a life saver.

Pilot/Owner preparations:

Attitude and currency are likely the biggest concerns here. Remember, after a lengthy ground bound period your flying skills may need honing. Perhaps a local flight with a high time (and current) pilot or instructor might be a prudent idea. 

Mind you, this isn’t a bad idea any time – for everyone. It’s amazing how we can let bad habits creep into our operations without occasional updating/refresher flying. 

In my case, I strapped my buns to an F-1 Rocket and flew with a current airline captain and beat the air into submission with aerobatics – a rather hard core method of getting back into the saddle. (Look for this pilot report in my next column).

While your pilot medical validation may be in your pocket, are you actually “legal?” Are you taking any new medications that your TCA medical examiner is not aware of and that may invalidate your license? 

Have there been any physical or mental concerns or other degradation in your health since your medical? You are entirely responsible for reporting any changes you are aware of.

Are you psychologically ready?  If, like me, you haven’t flown for some time, are you really up to speed for that first aerial fling of the year? We are creatures of habit and many of our actions during flying are “automatic” in that we almost sub consciously accomplish these tasks through historical repetition. 

However, after months away from the controls, we loose a lot of that and the flying becomes more challenging. As a result our decision making may be compromised because our capabilities and sensory perception can be overwhelmed with a stop-cocked engine, the tower controller going off on a tirade about your unauthorized descent and little Johnny asking when we are going to land because he has to go to the bathroom and then following that with “I don’t have to go now….”

Good ways to mentally prepare include reviewing the Pilot’s Operating Handbook and checklists. A refresher with the local area chart, the VFR supplement for your airport and pertinent flight tracks/restrictions will get your brain back into the flying process. 

While checking the weather for your first flight of the season, be sure to check the NOTAMS as much could have changed since the plane’s tires last kissed the pavement.

There was a time when I thought I was “Superman” when it came to flying – even though I didn’t have a cape. However, like the rest of our aging pilot population, awareness has swept over this “crispy critter” and I know circumstances can be overwhelming and it is therefore shrewd to stack the odds in our favour as much as possible before committing flight. In essence, the more we do in advance of that first return flight the more likely that it will go smoothly and pleasurably.

Time out

I’d like to go on with more suggestions, but, I’ve got checklists to rememorize, publications to organize and an airplane to prepare. May all your flights be safe and fulfilling.

As of June Ken will be a COPA director once again after winning the latest COPA election. He lives in Victoria, B.C. and provides services internationally in advanced training, expert witness, flight test and aircraft sales. He has logged more than 15,000 hours on 375 types of fixed wing and rotary aircraft. Soaring his Diamond Xtreme is what he does for pleasure.