Preflight Inspection on Cessna Skyhawk 172SP

Preflight Inspection on Cessna Skyhawk 172SP 

Cabin Inspection

1. Ensure that all required paperwork is available.

There are four items of paperwork that should be on board prior to flight.

Remember the letters AROW and you will have no problem recalling what is required:

Airworthiness certificate

Registration certificate

Operating handbook

Weight and balance data.

All these documents need to be on board and the airworthiness certificate needs to be on display in a place where it is visible to passengers.

As a student pilot, you should carry your logbook and student pilot certificate/medical on each flight. However, you can start training with a CFI before you have obtained these.

2. Remove the control wheel lock.

3. Check to be sure the ignition switch is off and keys are not in the ignition.

4. Switch on master switch.

5. Check fuel quantity, but be aware that the gauges are only completely accurate when reading empty. Hence you must also visually inspect the tanks and will calculate your fuel needs.

6. Lower flaps.

7. Master switch off.

8. Fuel valve on.

Exterior Inspection

During the exterior part of the preflight inspection, look for anything that appears to be mechanically unsound. Items such as loose or missing rivets or fasteners, wrinkled surfaces, or anything that just does not look right should be suspect. If in doubt, do not fly!

1. Inspect the empennage.

2. Remove tail tie-down.

3. Check for free movement and security of elevator and rudder. Ensure balance weights are secure.

4. Check antennae.

5. Inspect right flap. Check sliders and security of flap. There should be only slight movement possible.

6. Inspect the right aileron by checking the hinges and ensuring that there is freedom of movement and that the control wheel moves in the correct direction when the aileron is moved.

7. Inspect the leading edge of the wing.

8. Remove wing tie-down.

9. Check right main wheel. The tire should be in good condition and adequately inflated. There should be no signs of brake fluid leaks.

10. Drain a small quantity of fuel from the right fuel tank drain valve and check for water, sediment and proper fuel grade.

11. Inspect upper surface of wing.

12. Visually check fuel quantity by removing fuel cap and looking in the tank.

13. Secure fuel cap.

14. Check oil level.

15. Pull out the fuel-stainer drain knob and collect a sample of fuel to check for and remove any sediment and/or water.

6. Look inside cowling for small animals, lost wrenches, oil leaks, etc.

17. Inspect the nose wheel and fairing. The nose wheel strut and tire should be properly inflated. There should be about two inches of nose wheel strut exposed and no significant leakage of oil from the strut. Check the shimmy damper and the nuts and bolts for security.

While inspecting the nose of the airplane, remain clear of the arc of rotation of the propeller at all times.

18. Check propeller and spinner for damage such as nicks or cracks and security.

19. Check alternator belt.

20. Ensure air intake filter is unobstructed.

21. Landing light should be clean and operational.

22. Inspect static source opening.

23. Inspect upper surface of left wing.

24. Visually check fuel quantity by removing fuel cap and looking in the left tank.

25. Inspect the pitot tube.

26. Inspect the leading edge of the left wing. Check stall-warning device and fuel vent.

27. Remove wing tie-down.

28. Inspect the left aileron by checking the hinges and ensuring that there is freedom of movement and that the control wheel moves in the correct direction when the aileron is moved.

29. Inspect left flap. Check sliders and security of flap. There should be only slight movement possible.

30. Check left main wheel. The tire should be in good condition and adequately inflated. There should be no signs of brake fluid leaks.

31. Drain a small quantity of fuel from the left fuel tank drain valve and check for water, sediment and proper fuel grade.

32. Now stand in front of the airplane and take a minute to consider if you have overlooked anything embarrassing, like the tail tie-down, or hazardous, like fuel caps not secured. If everything looks good, your airplane is ready to fly.

ARROW

Remove Control column Lock

Hand Brake Set

Left Wing (Sitting in pilot's Seat)

Air vent

Stall Horn

Pitot Cover (prevents insects, bugs or debris to enter tube)

Landing Light

Tire
Flat spot
Tire pressure
Disk brakes 
No Red Hydraulic fluid leaks

Horizontal Stabilizer

Elevator 

No Tail strike 
Trim tab flies the 

Elevator

Full length of movement up and down

3 cavities 

Counter Weight Riveted
Static WIC 2 
Stoppers adjustable

Elevator Trim Tab
Elevator Trim flies the elevator, and it flys the airplane. 
"Nose up - Elevator up,  Trim down" 

Rudder
Stoppers adjustable
Rudder trim tab
1 WIC

Bell Crank

Right Wing

Flaps

Aileron

Counterweight

Wagon hinges

Inspection plates

Aileron

The ailerons are hinged control surfaces along the trailing outboard edges of each wing used to operate the "rolling" movement of the aircraft. They are the primary control used for turning the aircraft, and they move opposite to each other. To turn right, the pilot turns the yoke or joy stick to the right. The aileron on the left moves down (increasing lift on that side) and the aileron on the right moves up (decreasing lift on that side). As a result of differential lift, the aircraft rotates (rolls) about the fuselage (longitudinal) axis. When a bank angle of about 5 or 10 degrees is achieved, the pilot neutralizes the controls to hold the bank at that angle. With the aircraft banked to the right, it is pulled around the corner by the wing's lift, who's lift vector is also tilted to the right. To complete the turn, the pilot turns the yoke or stick to the left, causing the aircraft to roll in that direction. Once the wings are level again, the pilot neutralizes the controls and straight flight continues.

Elevator

The elevator is the horizontal hinged control surface at the back of the tail used to operate the "pitching" movement of the aircraft. When the pilot pushes forward on the yoke or stick, the elevator deflects downward increasing lift on the tail. As a results, the tail flies up, levering the airplane into a nose-down attitude for descent. Pulling on the yoke or stick results in a climb.

Flap

The flaps are hinged control surfaces along the trailing inboard edges of each wing. They are used to increase a wing's lift by operating together in a downward direction. In a "real" aircraft, a separate control is used to operate the flaps for take-off and landing, otherwise the flaps remain stowed.

In control line model aircraft, flaps are often fitted the entire length of the wings. They control is tied to the elevator, but flaps operate opposite to the elevator. When the elevator moves down (increasing the lift on the tail), the flaps move up (decreasing the lift on the wing). Using flaps in this way creates a more pronounced "pivot" when pitching the aircraft into a climb or descent, which is very handy for aerobatic maneuvers.

Fuselage

This is the longitudinal structure that holds the plane together. In large pressurized aircraft, this is a tube-like structure who's cross-section is almost a perfect circle. This is where the passengers and cargo sit.

In control line model aircraft, the fuselage may be "built up" to resemble a real aircraft, or it may be a more two dimensional "profile" that only resembles a real aircraft when viewed from the side. The advantage of profile models is that they are more aerodynamic and easier to build. The built up models look nicer.

Horizontal Stabilizer

The horizontal stabilizer is the "fixed" horizontal portion of the tail. It is used to move the aircraft's "center of pressure" about its lateral axis aft resulting in stable "pitch" behavior. In large airliners, the horizontal stabilizer is not actually "fixed"; it is hinged so that pitch attitude can be "trimmed" by small adjustments.

In control line model aircraft, the horizontal stabilizer is fixed. Some models have a larger elevator and no horizontal stabilizer.

Landing Gear

The landing gear is the aircraft's wheels, skis, or floats and supporting structures used for takeoff and landing. Large aircraft are almost always fitted with stowable (retractable) landing gear. Stowing the gear greatly improves aerodynamic performance and gas mileage.

In control line model aircraft, landing gear is not usually retractable, except on "scale" models where retractable gear is common.

Propeller

The propeller is shaped like the blades of a fan. It is fitted to the front of the engine. When it turns, it produces the thrust necessary to move the aircraft forward. In "real" aircraft, the propeller is often a "constant speed" arrangement, where the pitch of the propeller changes automatically to keep the engine running at the most effective RPM.

In control line model aircraft, the propeller almost always turns clockwise (right, when viewed from the pilot seat). Less common is the "pusher" prop which turns in the opposite direction. The propeller has fixed pitch.

Rudder

The rudder is the vertical hinged control surface at the back of the tail used to operate the "yawing" movement of the aircraft. It is operated by the pilots foot pedals. Pressing the right foot pedal deflects the rudder to the right causing the aircraft to rotate about it's vertical axis. This control alone would result in an "uncoordinated" (skidding) right turn. This kind of turn is very uncomfortable for pilot and passengers as sideways forces are felt throughout the turn. Under normal circumstances, rudder is used sparingly and in cooperation with the ailerons to achieve a "coordinated" turn, where the tail follows the path of the wings rather than skidding and slipping about behind them.

The rudder has limited application to control line model planes because the models are constrained to fly in the semi-sphere around the pilot by the control lines. Since control lines come out of the model's left wing tip, the rudder is often permanently deflected to the right to keep the lines tight. Some models are equipped with a ground-adjustable rudder which can be deflected to suit the weather conditions of the flight.

Spinner

The spinner acts as a fairing and protection for the parts that hold the propeller to the engine. It also conceals the "constant speed" mechanism of the propeller.

In control line model aircraft, the spinner may or may not be fitted. Often the spinner replaces the nut holding the propeller to the engine.

Vertical Fin

The vertical fin (or vertical stabilizer) is the "fixed" vertical portion of the tail. It is used to move the aircraft's "centre of pressure" about its vertical axis aft resulting in stable "yaw" behaviour.

In control line model aircraft, the vertical fin has the same purpose. It may be aligned down the aircraft's longitudinal axis, or it may be deflected to the right with the rudder to help keep the control lines tight. It is often the first part of the model to break off when the aircraft noses over in a hard landing.

Wing

The wing is the device that holds the airplane aloft be creating lift. It does this by making the path over the wing longer than the path under the wing. As air molecules pass by the wing, greater air pressure exists along the shorter path under the wing. This differential air pressure pushes the airplane up.

In control line model aircraft, the profile of the wing is often symmetrical. To change the length of the path "over" or "under" the wing, the wing is tilted into an "angle of attack" that achieves the desired lift. The advantage of the symmetrical profile is that the aircraft behaves the same in inverted flight as in regular flight