Thank you! This is the best pre-flight that I have found. I have a very mechanical mind and I very much appreciate that you not only say "what" to check, but give the "why". Excellent! I am subscribing.
I absolutely loved your PreFlight video. It was exactly the same as when I learned in 1974. The sad part is now it's 2020. It seems every rental service comes with a different version of how they prefer to do PreFlight. My complaint and this goes out to everyone. When a CFI doesn't want you to check the oil (saying he'll do that) or don't drop the flaps we'll check it on the Run-up is just another case of inappropriate training, at least for the Cessna 172. The last and most crucial part of any PreFlight I consider the absolute most important is Fuel Checks, from adding fuel properly to checking it after fueling up. On my recent Annual with a CFI I watched and knew to check the fuel by straining a sample before starting the engine but he was in a hurry and simply fueled and flew without checking. I'm happy to say that day he got lucky but I wouldn't be. Which brings me to the point never refuel an airplane without checking the fuel for sediment. Let me rephrase that more specifically Never start an airplane unless you check the fuel first. I have and probably always will run into on occasion contaminated fuel. Strain and check as many times as necessary until all water or sediment like dirt or metal debris from refueling are gone and if your not sure wait at least 20 minutes or 1/2 hr. and check again. Hey, GeneralAviationGuru how about a proper Run-up Procedure, at the cost to instruct I'd rather watch your videos over and over that way I know I'll get it right. P.S your video was so in depth I decided to Subscribe and click the bell for all your videos. Again that was excellent
I recently switched flight schools so I’m transitioning from a Cherokee 140 to a 172. This was very helpful, sad to see you haven’t made any videos in a while. Love the energy and thoroughness!
I'm about 2 weeks from taking my class 3 medical exam in order to start learning to fly. I used to work on F/A-18's and always wanted to know what it was like to fly a plane. I put this off forever, but getting to take control of a Beechcraft Skipper in flight last week really got me excited. I can't wait to start getting my flight hours in. From the standpoint of someone who did thousands of "final checks" on aircraft before flight, I think you did a great job here. Your enthusiasm was quite evident. If I lived in Georgia, I'd definitely consider you for my CFI. Thanks for sharing!
Behind the left wing strut is the fuel overflow vent. There are two purposes for this vent. One, that vent allows excess fuel that either expands in the summer when hot temperatures causes fuel expansion or fuel flow out when the tanks have been overfilled, and two, the overflow vent allows air to flow into it in order to replace fuel as it is being burned. This prevents negative pressure, which can lead to vapor lock and engine shut off.
I'm so glad this was posted, I struggle with this before every lesson. I feel bad because my CFI expects me to just go out and "do this real quick" before he even comes outside. So if I do a two hour block, this process alone consumes 1/3 of my time. I need a way to commit this to memory.
I learned a couple things from this video, but I disagree with few things: 1. Some commentators already pointed out the FAA required checklist wasn't used during the inspection. 2. The propeller wasn't inspected for nicks and dents. 3. I would check the spinner to make sure that it would not loose and wobble. 4. Fuel samples should be checked not only for debris, but more importantly for water contamination. 5. What's wrong with putting the fuel samples back in the fuel tanks? Just make sure that the fuel sample test tube is clean before testing the fuel. 6. With a strong wind gust that snaps the aileron, you might loose the fingers that you put in gap between the aileron and the wing! Good video anyway! :}
+Tuan Tran Things must have changed since I last flew because there was no FAA checklist. And who's gonna climb back up just to dump an ounce or two of fuel back into the tanks?
+Tuan Tran 1. Per standardization at the 141 school where I currently am flying, we preflight with the checklist in hand. It was not required, at the time, at ACE. 2/3. Thank you for pointing that out. I made a couple of omissions in the making of the video. 4/5. I would certainly consider water as "debris"/ unwanted foreign matter as far as fuel is concerned. I agree putting the fuel back into the tank. However, we had very old fuel sampling jars that did not filter particulates. Without a GATS jar, I wouldn't want to pour it into the tank, especially with an old and dirty fuel tester. Again, since I know fly FAR better equipment, we simply pour it from the GATS back into the tank. 6. That's why I hold the aileron with my other hand! :)
In general the preflight is not meant to be super comprehensive all encompassing inspection of an aircraft, I can make that checklist 300 items long checking things from rivets to the internal wing spar to control rods and cable to a tiny oil spill etc. The preflight is meant to cover critical items such as flight controls, amount of fuel, oil, fuel contamination and the legality of an aircraft, as you gain experience as a pilot you will learn to determine what is and isn't safe.
Just a couple of things 1. Always check the baggage compartment 2. Always check the baggage compartment door is secured and locked. Had it pop open one time 3. You checked the upper portion of the wing for riverside popped always check the under wing for secure rivets and secure inspection plates 4. While the master is on check your nav lights strobes etc also
Excellent video! I was taught to alway's control with one hand any control surface that you were evaluating BEFORE placing fingers to check for weights , pins , connections etc., because if you had your finger in there and a gust of wind moved your control surface you could cut off a finger or two.
At first I was a little discouraged about being a pilot because of all of the airplane crashes. But when I was looking at all of the air crash investigation video documentaries, it was very surprising that the vast majority of airplane crashes involve human error including pilot error or aircraft mechanic failure and that it seems to be very rare when airplane crashes are due to mechanical error, but even those are somehow tied to human error. But your videos and Mr. Aviation101 videos inspire me to pursue being a pilot as long as I follow procedures from the CFI and plane manufacturer's recommended instructions, instead of cutting corners.
I thought a preflight checklist was gonna be hard thanks for setting me straight it's easy as heck just look close and make sure everything attached and bolted property
As an old guy, wish I had someone like you around to train from. Too far away though. With you, I know I could do it. You have a easy-going way, (non intimidating), lol. Awesome vid. Thanks for posting!
I live in Colorado, (along with Willie's comment about checking all the lights) I would want to turn on the PITOT and make sure it is heating at some point especially if I knew I might encounter cold air.
Wow… You really seem to know what you're doing. Seem to have lots of experience. It was also nicely demonstrated and I was impressed that it takes only 14:18 to check a cessna 172 from the outside. I don't have a private pilot license but I am interested in getting one sooner or later :). Thank you
Thanks for this video. I'm studying for my CFI/CFII and nothing is more basic than a proper preflight walkaround. I wish as I was coming up as a pilot that my instructors would have placed more emphasis on preparation and self study than just saying "Ready?" and walking towards the airplane to pad their logbook with more hours. When I am an instructor I want to bring the same energy and enthusiasm as you have displayed here. See you on the line someday.
Pro tip - Check there are no wrinkles on the wing and the horizontal stab that runs about 45 degrees of the cord line. If so, the plane was over-G'd. - Never put your finger inside the slot where the aileron attaches to the wing without supporting the aileron with your other hand. A gust of wind can move these surfaces, leaving you with one less digit. This also applies to the rudder and elevator.
I watched the entire video. Well done, learned that I had be omitting the top rudder hinges by not looking up. I would add pulling on alternator belt for proper tension, if accessible on the 'F' through the air intake. I check this on the 'R'.
+David Williams I also check this on the R/S models (or any other model with a Lycoming engine); however, the Continental engine drives the alternator from the accessory gear box, hence the alternator is mounted on the back of the engine (no belt)
I have my students to turn on the master switch, lower the flaps, check the fuel gauges, and do a quick walk around just to check to see if all the lights are functioning properly and when turn the master off and proceed with the external preflight inspection.
@Austin Guilbeau You are absolutely correct that I should have included this. I always have and still do inspect the propeller during the preflight, but it seems I overlooked this particular step in the midst of recording the tutorial.
I love your preflight but I have questions. How do you know that the light bulb on your navigation lights and landing lights are working? I usually switch the lights on while the flaps are lowering and do a quick walk around with all the lights on and make sure that the lights are actually working. Also, you didn't show the interior check making sure that your markings, fire extinguisher and first aid kit is there. You did mentioned that you checked the aircraft documents but then also with a preflight, interior inspection, cracks or damages to the instruments, seat belts working and latching etc. Also, I like to check the belt through the front for the alternator cause I've found it where that belt is near break and the last thing one needs is a alternator light warning and a sooner landing on a cross country to get the belt replaced.
A Carson Great! Yep, the more time that you spend preparing and studying on the ground, the more money you will save and the more efficient your training will be.
Informative video. Carry an accurate electronic gauge and check the tire pressures. Flying club a/c almost always have underinflated tires. I've seen hard landings damage wheel flanges (expen$ive to repair) because the tires were underinflated. The pressure specs are in your POH. For example, Cessna 172S and later: nose wheel=45 psi (cold); main tires=38 psi (cold).
Nicely done!...according to legend, crossing paths with a spider is just the Universe's way of reminding us to be creative. Give 'em a ride in thanks next time! Lol😁
You noted the oil level was at six quarts. The 65 F model should be run with a minimum of 7 quarts of oil unless you are flying long distance then you should go to 8 quarts.
I learnt that the horizontal. And vertical stabilizers were called the epinage, and the long structure from the firewall back to the end was called the fuselage... i have to go refresh .
Hi, I''m struggling to find the information I need so I decided to try youtube. What you would take for your single prop, if you wanted to go away camping with it? For example: chains to tie the wing and tail down; but how would you secure those chains to the ground? Are there special pegs you'd drive in to the ground? What about other things.....tyre puncture kit? Oil? Tools for general maintenance, gaffa tape, windscreen cleaner? spare fuel pump?.....etc? I've heard this equipment be referred to as "Camp Lot" i.e. equipment you need for your aircraft if out 'camping' with for long periods. Any information would help. Thanks.
Robert, When the tank is full, you can SEE the fuel at the top of the neck, and you KNOW therefore that the tank is full. Because I know what the fuel capacity is, I know what the weight with full tanks is. As I have 50+ ish hours in 172s, I know that we're fine and WELL within limits will full tanks, two people, and light baggage. Hence, no actual fresh w/b required... Great Point on the pitot and static checks! I forgot to include that in the video...the plane had already been preflighted...
+GeneralAviationGuru You did in fact check the pitot and static ports (at 11:50)...Robert was incorrect about that. I would like to add a couple of points though: 1) I would caution people against turning the propeller until verifying that the keys are out of the ignition. Even then, there could be magneto wiring failures that could cause the engine to start if the crankshaft is rotated, so one should be very careful when touching the prop, and try not to rotate it at all. 2) I was surprised to see you dump the fuel on the apron..I realize it may not be illegal in Georiga, but I think all schools or airports should provide cans to dump fuel in to avoid contaminating the ground and groundwater.
I certainly agree about turning the propeller. The interior inspection would indicate that the magnetos were off, but this is not to be trusted for obvious reasons. I try to avoid moving the propeller at all (it was more often necessary when I was flying older model 172s than with the late models which I currently fly), and, if I do move it, I always remain clear of the arc and make it a point to turn it the opposite direction of normal operations to prevent the magnetos from functioning. This was a complaint that I had as well during my time at that flight school. The entire Auburn University fleet (where I currently fly) is outfitted with GATS jars, and we have appropriate means of disposing water-contaminated fuel. Unfortunately, at the time, I didn't have much of a choice (or the money to spend on my own GATS jar..) Thanks for the comment!
We were trained to put the keys on top of the dash so you could visually check they were there (and not in the ignition) before touching the prop. Of course, as I mentioned it could still have bad mags, but we hope that the last pilot to shut down did the mags check (or if any maintenance was done). But it was a very good inspection and video. It would have been great if you had a remote mic, because whenever you were not facing the camera it was hard to hear you. I got some good tips. Thanks.
Just keep in mind that turning the propeller backwards can damage your vacuum pump. The carbon vanes in the pump take a set after spinning in the correct direction for thousands of revolutions. Spinning the prop backwards also turns the vacuum pump backwards, which means that the vanes will be turning against their set. If they meet resistance, the quill shaft will snap as its designed to do if the pump seizes, and you're vacuum pump is shot.
Nice video however the only thing I would include is the use of a CHECKLIST no matter how well you know the inspection. Also to visually check the baggage compartment for any leftover and/or loose items that could add unwanted weight and/or possibly create a weight shift while flying.
Suggestion from a checklist I use... Master on: Switch ALL lights on, including Pitot Tube heat. Check all lights and touch the tube for warmth. Master off. Put a tennis ball on your fuel measuring stick. Position it so that went you drop the stick into the tank, it is at the top. Prevents accidental drop of the stick into the tank! Tally Ho!!!
Awesome video! I wish the sound was better because, he had so much info I wanted to hear! You seem like an excellent instructor. I would take lessons from you!
I live in walking distance of Fulton County Airport. I can not wait until I can start training. Hopefully one day I will meet you once I start training.
I like the pre-flight. Thanks for the video. I dont want to sound picky or annoying but if you sump and then check fuel tanks pour the fuel back into the tank on the top... if you are in Georgia or California or New York or Florida. I just started lessons and I was often wiped this high octane fuel on my shirt while sumping fuel. I notice it disintigrates quite quickly. Any ideas on this? seems odd to pour stuff on the ground. Thoughts? Am i just being too picky?
This was helpful, thank you! I am currently working on my Private and I was flying a low wing plane at the first airport I was flying out of... Then I had to switch airports and the new airport was mainly a high winged plane school... So I was scared I was going to look stupid doing the preflight check, because I thought it was going to be completely different but not to much of a difference haha! So again thank you for this video!
You did a good demonstration of preflight, congratulations. However, knowing the reason why in Florida one’s should not throw fuel on the ground, you probably wouldn’t do in Georgia as well. Despite in Georgia they don’t have any regulation about it. Do you live in Georgia? Bye and thanks. I subscribed 😊
You didn't mention how tight to screw on the oil cap. To tight and after flight it can be so tight that the cap can break and the plane lose oil pressure.
9:01, you don’t need to move the prop at all. Not worth the risk. The only inspection you should do of the prop is running your finger along it to check for cracks or dents.
Dont know why but because of the look of the side windows in the back side of the plane it looks like a 182 to me or who knows it might have been changed
If you pulled the plane out of a hangar don't forget to remove towbar. Someone may not be around to alert you that you're taxiing with it attached...lol
You cant buy enthusiasm. Awesome video!
Thank you! This is the best pre-flight that I have found. I have a very mechanical mind and I very much appreciate that you not only say "what" to check, but give the "why". Excellent! I am subscribing.
After watching his I’ve realized my instructor only showed me like half of the things you did!
I absolutely loved your PreFlight video. It was exactly the same as when I learned in 1974. The sad part is now it's 2020. It seems every rental service comes with a different version of how they prefer to do PreFlight. My complaint and this goes out to everyone. When a CFI doesn't want you to check the oil (saying he'll do that) or don't drop the flaps we'll check it on the Run-up is just another case of inappropriate training, at least for the Cessna 172. The last and most crucial part of any PreFlight I consider the absolute most important is Fuel Checks, from adding fuel properly to checking it after fueling up. On my recent Annual with a CFI I watched and knew to check the fuel by straining a sample before starting the engine but he was in a hurry and simply fueled and flew without checking. I'm happy to say that day he got lucky but I wouldn't be. Which brings me to the point never refuel an airplane without checking the fuel for sediment. Let me rephrase that more specifically Never start an airplane unless you check the fuel first. I have and probably always will run into on occasion contaminated fuel. Strain and check as many times as necessary until all water or sediment like dirt or metal debris from refueling are gone and if your not sure wait at least 20 minutes or 1/2 hr. and check again. Hey, GeneralAviationGuru how about a proper Run-up Procedure, at the cost to instruct I'd rather watch your videos over and over that way I know I'll get it right. P.S your video was so in depth I decided to Subscribe and click the bell for all your videos. Again that was excellent
LOVE THIS VIDEO!~ hahaha "we'll knock the spider off the airplane...' is the BEST advice EVEEERRRRRRRR!!!!!!!!
You said "tail tie down" but what you meant to say was "GoPro mounting hook"
Thanks for thorough over view and articulation of pre- flight check. Loved the detail!
You got that right😎
That is a tail down to.
I recently switched flight schools so I’m transitioning from a Cherokee 140 to a 172. This was very helpful, sad to see you haven’t made any videos in a while. Love the energy and thoroughness!
I love your energy about everything. I'd train with you :)
Thanks Josh! Means a lot coming from you man. Love your Channel!
Thank you!
Your channel Is an inspiration lots of us to inspire us to fly keep it up
Thank you very much, sir!!!
@@GeneralAviationGuru You must be at the airlines by now
You forgot to check the air filter as well as the edge of the propeller plus the fuel tank vent tube. have a safe flight. Bravo to Charlie
I'm about 2 weeks from taking my class 3 medical exam in order to start learning to fly. I used to work on F/A-18's and always wanted to know what it was like to fly a plane. I put this off forever, but getting to take control of a Beechcraft Skipper in flight last week really got me excited. I can't wait to start getting my flight hours in.
From the standpoint of someone who did thousands of "final checks" on aircraft before flight, I think you did a great job here. Your enthusiasm was quite evident. If I lived in Georgia, I'd definitely consider you for my CFI. Thanks for sharing!
Thanks for watching! Good luck with your flight training! It's one of the most rewarding things you can do..
Behind the left wing strut is the fuel overflow vent. There are two purposes for this vent. One, that vent allows excess fuel that either expands in the summer when hot temperatures causes fuel expansion or fuel flow out when the tanks have been overfilled, and two, the overflow vent allows air to flow into it in order to replace fuel as it is being burned. This prevents negative pressure, which can lead to vapor lock and engine shut off.
Nicely done! This video is +8 years old and still very useful. Thank you.
dont dump fuel on the runway even in Georgia, it all washes down stream.
it won’t wash down stream unless it’s an excessive amount of fuel. it typically evaporates extremely fast
@@0_wba Lead does not, and it leaches into ground water
@@krisztinaholly it’s not common lead used in these small planes, it’s tetraethyl and it evaporates at pretty much room temperature
I'm so glad this was posted, I struggle with this before every lesson. I feel bad because my CFI expects me to just go out and "do this real quick" before he even comes outside. So if I do a two hour block, this process alone consumes 1/3 of my time. I need a way to commit this to memory.
I learned a couple things from this video, but I disagree with few things:
1. Some commentators already pointed out the FAA required checklist wasn't used during the inspection.
2. The propeller wasn't inspected for nicks and dents.
3. I would check the spinner to make sure that it would not loose and wobble.
4. Fuel samples should be checked not only for debris, but more importantly for water contamination.
5. What's wrong with putting the fuel samples back in the fuel tanks? Just make sure that the fuel sample test tube is clean before testing the fuel.
6. With a strong wind gust that snaps the aileron, you might loose the fingers that you put in gap between the aileron and the wing!
Good video anyway! :}
+Tuan Tran Things must have changed since I last flew because there was no FAA checklist. And who's gonna climb back up just to dump an ounce or two of fuel back into the tanks?
+Tuan Tran
1. Per standardization at the 141 school where I currently am flying, we preflight with the checklist in hand. It was not required, at the time, at ACE.
2/3. Thank you for pointing that out. I made a couple of omissions in the making of the video.
4/5. I would certainly consider water as "debris"/ unwanted foreign matter as far as fuel is concerned. I agree putting the fuel back into the tank. However, we had very old fuel sampling jars that did not filter particulates. Without a GATS jar, I wouldn't want to pour it into the tank, especially with an old and dirty fuel tester. Again, since I know fly FAR better equipment, we simply pour it from the GATS back into the tank.
6. That's why I hold the aileron with my other hand! :)
+Jake Jones Doesn't need to be "FAA". It has just become standard practice in recent years to accomplish the preflight with the checklist in hand.
In general the preflight is not meant to be super comprehensive all encompassing inspection of an aircraft, I can make that checklist 300 items long checking things from rivets to the internal wing spar to control rods and cable to a tiny oil spill etc. The preflight is meant to cover critical items such as flight controls, amount of fuel, oil, fuel contamination and the legality of an aircraft, as you gain experience as a pilot you will learn to determine what is and isn't safe.
One of the best preflights ever.
Just a couple of things
1. Always check the baggage compartment
2. Always check the baggage compartment door is secured and locked. Had it pop open one time
3. You checked the upper portion of the wing for riverside popped always check the under wing for secure rivets and secure inspection plates
4. While the master is on check your nav lights strobes etc also
Also did not check the belt on the alternator
Perfect walk around. You should get an award. Thank you.
Thank you! So much to remember as a new student. I appreciate that I can watch again and again!
Excellent video! I was taught to alway's control with one hand any control surface that you were evaluating BEFORE placing fingers to check for weights , pins , connections etc., because if you had your finger in there and a gust of wind moved your control surface you could cut off a finger or two.
Thanks. I was taught and do the same. Some things like that missed illustration in the video
Ah 2013, was a very great and memorable year I say! Thanks for this well-presented everlasting knowledge
At first I was a little discouraged about being a pilot because of all of the airplane crashes. But when I was looking at all of the air crash investigation video documentaries, it was very surprising that the vast majority of airplane crashes involve human error including pilot error or aircraft mechanic failure and that it seems to be very rare when airplane crashes are due to mechanical error, but even those are somehow tied to human error. But your videos and Mr. Aviation101 videos inspire me to pursue being a pilot as long as I follow procedures from the CFI and plane manufacturer's recommended instructions, instead of cutting corners.
Very, Very complete check up. Very, comprehensive and thought full. Thank you.
I thought a preflight checklist was gonna be hard thanks for setting me straight it's easy as heck just look close and make sure everything attached and bolted property
Nice walk through. I am taking my first ever "Discovery Flight" tomorrow to see if I have what it takes to go forward with Private Pilot lessons.
John Griffith hey John! How did it go
This is why aviation has a remarkably safe track record. Imagine if everyone inspected thier cars in this manner every time before they drove :)
Well, maybe drivers should be inspecting themselves! :)
Good point^
As an old guy, wish I had someone like you around to train from. Too far away though. With you, I know I could do it. You have a easy-going way, (non intimidating), lol. Awesome vid. Thanks for posting!
Great pace, explanations and breakdown! Don't forget to add that left tank fuel cap to your squawk list!
I live in Colorado, (along with Willie's comment about checking all the lights) I would want to turn on the PITOT and make sure it is heating at some point especially if I knew I might encounter cold air.
Wow… You really seem to know what you're doing. Seem to have lots of experience. It was also nicely demonstrated and I was impressed that it takes only 14:18 to check a cessna 172 from the outside. I don't have a private pilot license but I am interested in getting one sooner or later :). Thank you
Thanks for watching! Check out the channel!
Thanks. More thorough than what I've learned for the C172, so this is helpful.
Glad the video could help! Thanks a lot for watching!
Im getting into plane again after 13 years...you make this fun thank you so much!
Thanks for this video. I'm studying for my CFI/CFII and nothing is more basic than a proper preflight walkaround. I wish as I was coming up as a pilot that my instructors would have placed more emphasis on preparation and self study than just saying "Ready?" and walking towards the airplane to pad their logbook with more hours. When I am an instructor I want to bring the same energy and enthusiasm as you have displayed here. See you on the line someday.
William Powell Yeah the "kick the tires and light the fires" isn't good for anybody. I hope to bring the same to my future students.
That was the most thorough pre-flight I have ever seen. nice
Thanks for the compelment! Thorough is really the only way to go with preflights....
Pro tip
- Check there are no wrinkles on the wing and the horizontal stab that runs about 45 degrees of the cord line. If so, the plane was over-G'd.
- Never put your finger inside the slot where the aileron attaches to the wing without supporting the aileron with your other hand. A gust of wind can move these surfaces, leaving you with one less digit. This also applies to the rudder and elevator.
I learned in a 172N, and putting those 40 degrees of flap in really put on the drag. Felt awesome on short final. Great video!
Excellent video..i didnt know about the counterweights. Only thing I would add is checking the spinner and nicks on the prop.
Great video thanks, only thing I would have added which is part of my preflight is checking the alternator belt of the plane making sure its tight.
I watched the entire video. Well done, learned that I had be omitting the top rudder hinges by not looking up. I would add pulling on alternator belt for proper tension, if accessible on the 'F' through the air intake. I check this on the 'R'.
+David Williams I also check this on the R/S models (or any other model with a Lycoming engine); however, the Continental engine drives the alternator from the accessory gear box, hence the alternator is mounted on the back of the engine (no belt)
I don’t need to know how to do a pre flight check but this is fun to watch
I have my students to turn on the master switch, lower the flaps, check the fuel gauges, and do a quick walk around just to check to see if all the lights are functioning properly and when turn the master off and proceed with the external preflight inspection.
Very precise and well planned pre-flight. Cheers from Guyana!!
Thanks for watching!
GT in the house!
@Austin Guilbeau You are absolutely correct that I should have included this. I always have and still do inspect the propeller during the preflight, but it seems I overlooked this particular step in the midst of recording the tutorial.
Thanks!
Great preflight review. Thank you,
I love your preflight but I have questions. How do you know that the light bulb on your navigation lights and landing lights are working? I usually switch the lights on while the flaps are lowering and do a quick walk around with all the lights on and make sure that the lights are actually working. Also, you didn't show the interior check making sure that your markings, fire extinguisher and first aid kit is there. You did mentioned that you checked the aircraft documents but then also with a preflight, interior inspection, cracks or damages to the instruments, seat belts working and latching etc. Also, I like to check the belt through the front for the alternator cause I've found it where that belt is near break and the last thing one needs is a alternator light warning and a sooner landing on a cross country to get the belt replaced.
It's as thorough as a Cessna C172 preflight gets.
#Aviation
Thanks a bunch!
Thanks for the video. Start flight training this week and don't want to waste valuable time on the ground.
A Carson Great! Yep, the more time that you spend preparing and studying on the ground, the more money you will save and the more efficient your training will be.
Informative video. Carry an accurate electronic gauge and check the tire pressures. Flying club a/c almost always have underinflated tires. I've seen hard landings damage wheel flanges (expen$ive to repair) because the tires were underinflated. The pressure specs are in your POH. For example, Cessna 172S and later: nose wheel=45 psi (cold); main tires=38 psi (cold).
Nicely done!...according to legend, crossing paths with a spider is just the Universe's way of reminding us to be creative. Give 'em a ride in thanks next time! Lol😁
You noted the oil level was at six quarts. The 65 F model should be run with a minimum of 7 quarts of oil unless you are flying long distance then you should go to 8 quarts.
The inspection of the aluminium panels was riveting.
Someone had to say it 😂🤦🏽
I learnt that the horizontal. And vertical stabilizers were called the epinage, and the long structure from the firewall back to the end was called the fuselage... i have to go refresh .
Still a great video today! Very informative, thank you.
Hi, I''m struggling to find the information I need so I decided to try youtube. What you would take for your single prop, if you wanted to go away camping with it? For example: chains to tie the wing and tail down; but how would you secure those chains to the ground? Are there special pegs you'd drive in to the ground? What about other things.....tyre puncture kit? Oil? Tools for general maintenance, gaffa tape, windscreen cleaner? spare fuel pump?.....etc? I've heard this equipment be referred to as "Camp Lot" i.e. equipment you need for your aircraft if out 'camping' with for long periods. Any information would help. Thanks.
Great Presentation... This is material I'm going to use for a BSA Aviation Merit Badge for a group of about 30 Scouts!! Thanks for posting this...
Why do I get extreme level of asmr because of this jeez. very informative tho.
Robert,
When the tank is full, you can SEE the fuel at the top of the neck, and you KNOW therefore that the tank is full. Because I know what the fuel capacity is, I know what the weight with full tanks is. As I have 50+ ish hours in 172s, I know that we're fine and WELL within limits will full tanks, two people, and light baggage. Hence, no actual fresh w/b required...
Great Point on the pitot and static checks! I forgot to include that in the video...the plane had already been preflighted...
+GeneralAviationGuru You did in fact check the pitot and static ports (at 11:50)...Robert was incorrect about that. I would like to add a couple of points though: 1) I would caution people against turning the propeller until verifying that the keys are out of the ignition. Even then, there could be magneto wiring failures that could cause the engine to start if the crankshaft is rotated, so one should be very careful when touching the prop, and try not to rotate it at all. 2) I was surprised to see you dump the fuel on the apron..I realize it may not be illegal in Georiga, but I think all schools or airports should provide cans to dump fuel in to avoid contaminating the ground and groundwater.
I certainly agree about turning the propeller. The interior inspection would indicate that the magnetos were off, but this is not to be trusted for obvious reasons. I try to avoid moving the propeller at all (it was more often necessary when I was flying older model 172s than with the late models which I currently fly), and, if I do move it, I always remain clear of the arc and make it a point to turn it the opposite direction of normal operations to prevent the magnetos from functioning.
This was a complaint that I had as well during my time at that flight school. The entire Auburn University fleet (where I currently fly) is outfitted with GATS jars, and we have appropriate means of disposing water-contaminated fuel. Unfortunately, at the time, I didn't have much of a choice (or the money to spend on my own GATS jar..)
Thanks for the comment!
We were trained to put the keys on top of the dash so you could visually check they were there (and not in the ignition) before touching the prop. Of course, as I mentioned it could still have bad mags, but we hope that the last pilot to shut down did the mags check (or if any maintenance was done).
But it was a very good inspection and video. It would have been great if you had a remote mic, because whenever you were not facing the camera it was hard to hear you. I got some good tips. Thanks.
Just keep in mind that turning the propeller backwards can damage your vacuum pump. The carbon vanes in the pump take a set after spinning in the correct direction for thousands of revolutions. Spinning the prop backwards also turns the vacuum pump backwards, which means that the vanes will be turning against their set. If they meet resistance, the quill shaft will snap as its designed to do if the pump seizes, and you're vacuum pump is shot.
High wing aeroplanes do not have headache on Booster pump ... just need a low step in case you need to refuel when out station
I'm looking forward to it as well. Come see us as at Aviation Career Enrichment!
Awesome walk around! Very thorough! I'll be doing this kind of check from now on!
hchattaway Thanks! A thorough Preflight is definitely a must!
Nice video however the only thing I would include is the use of a CHECKLIST no matter how well you know the inspection. Also to visually check the baggage compartment for any leftover and/or loose items that could add unwanted weight and/or possibly create a weight shift while flying.
Wonderful presentation. right on the subject with good audio and video.
Muthukumar Ramasamy Thanks!
Suggestion from a checklist I use... Master on: Switch ALL lights on, including Pitot Tube heat. Check all lights and touch the tube for warmth. Master off. Put a tennis ball on your fuel measuring stick. Position it so that went you drop the stick into the tank, it is at the top. Prevents accidental drop of the stick into the tank! Tally Ho!!!
Great video I really enjoyed it I own a 172RG.
Nice thorough preflight and well done video.
Thanks for the complement!
Thanks for the great video, starting PPL training this week and some base knowledge was very helpful!
Good preflight! 😉😀👏👏
+The Piper Pilot Thanks for watching!
Helped so much, thank you!!
Awesome video! I wish the sound was better because, he had so much info I wanted to hear! You seem like an excellent instructor. I would take lessons from you!
I live in walking distance of Fulton County Airport. I can not wait until I can start training. Hopefully one day I will meet you once I start training.
Thanks for sharing - Very good video ! Cockpit Safety Check: Magnetos - Off, Key out; Mixture -CUTOFF , Throttle - CLOSED
The beacon doesn't appear to be rotating. It's just occasionally flashing might want to have that looked into... :)
I like the pre-flight. Thanks for the video. I dont want to sound picky or annoying but if you sump and then check fuel tanks pour the fuel back into the tank on the top... if you are in Georgia or California or New York or Florida. I just started lessons and I was often wiped this high octane fuel on my shirt while sumping fuel. I notice it disintigrates quite quickly. Any ideas on this? seems odd to pour stuff on the ground. Thoughts? Am i just being too picky?
really good info. my only complaint is that is is hard to hear at some points when you're facing away from the camera.
I had to laugh so damn hard at 5:28
But fun aside, great educational video. I love your enthusiasm
This was helpful, thank you! I am currently working on my Private and I was flying a low wing plane at the first airport I was flying out of... Then I had to switch airports and the new airport was mainly a high winged plane school... So I was scared I was going to look stupid doing the preflight check, because I thought it was going to be completely different but not to much of a difference haha! So again thank you for this video!
I'm happy it could help you! Thanks for watching!!
Awesome video! thanks for sharing, mate! Cheers from Guadalajara, Mexico!
Carlos Hernandez Thanks very much for watching!
I've used this for 3 checkrides now :D
Wait I'm confused. What if we don't have a spider to knock off? Call the mechanics?
Great preflight.
Thanks for watching!
Nice job. Thank you.
this is a nice vid' tnx 4 posting,,, i dint realize we r suppose to check 4 spiders too :)
HAHA, anything and everything. Thanks for watching!
Very well done.
Excellent walk around. I need one of those ladders. Did you say avgas was $7.50 there in Georgia ?! Yikes.
Dude you went through that preflight as if you've been doing it since the second grade 😆😂
master switch and alternator, or just master switch to check beacon and operate flaps?
You gotta be 4ft nothin. You make that thing look huge
You did a good demonstration of preflight, congratulations. However, knowing the reason why in Florida one’s should not throw fuel on the ground, you probably wouldn’t do in Georgia as well. Despite in Georgia they don’t have any regulation about it. Do you live in Georgia? Bye and thanks. I subscribed 😊
Excellent pre-flght! Super helpful!!! Thanks :)
+Shana Rae Thanks for watching!
Did you just scratch the paint knocking a spider off with that metal tool?
You didn't mention how tight to screw on the oil cap. To tight and after flight it can be so tight that the cap can break and the plane lose oil pressure.
Excellent job - thank you sir!
9:01, you don’t need to move the prop at all. Not worth the risk. The only inspection you should do of the prop is running your finger along it to check for cracks or dents.
Good refresher for me, thanks!
Thanks for watching!
Glad it could help!
Thanks for sharing man! Did you check the nose gear area as well? Oil leaks can be easily discovered around this area. Happy landings!
Great video thanks alot
Thanks! Yeah I always review with the checklist after. I think doing it as a flow first is better.
Great video!
Dont know why but because of the look of the side windows in the back side of the plane it looks like a 182 to me or who knows it might have been changed
If you pulled the plane out of a hangar don't forget to remove towbar. Someone may not be around to alert you that you're taxiing with it attached...lol