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24-calendar months.
The emergency locator transmitter (ELT) should also
be checked. The ELT is battery powered, and the
battery replacement or recharge date should not
be exceeded.
Airworthiness Directives (ADs) have varying
compliance intervals and are usually tracked in a
separate area of the appropriate airframe, engine, or
propeller record.
Figure 2-1. Aircraft documents and AFM/POH.
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2-2
The determination of whether the airplane is in a condition
for safe flight is made by a preflight inspection
of the airplane and its components. [Figure 2-2] The
preflight inspection should be performed in accordance
with a printed checklist provided by the airplane manufacturer
for the specific make and model airplane.
However, the following general areas are applicable to
all airplanes.
The preflight inspection of the airplane should begin
while approaching the airplane on the ramp. The pilot
should make note of the general appearance of the
airplane, looking for obvious discrepancies such as a
landing gear out of alignment, structural distortion,
skin damage, and dripping fuel or oil leaks. Upon
reaching the airplane, all tiedowns, control locks, and
chocks should be removed.
INSIDE THE COCKPIT
The inspection should start with the cabin door. If the
door is hard to open or close, or if the carpeting or
seats are wet from a recent rain, there is a good chance
that the door, fuselage, or both are misaligned. This
may be a sign of structural damage.
The windshield and side windows should be examined
for cracks and/or crazing. Crazing is the first stage of
delamination of the plastic. Crazing decreases
visibility, and a severely crazed window can result in
near zero visibility due to light refraction at certain
angles to the sun.
The pilot should check the seats, seat rails, and seat
belt attach points for wear, cracks, and serviceability.
The seat rail holes where the seat lock pins fit should
1
2
3
4
5
7 6
8
10 9
Figure 2-2. Preflight inspection.
Figure 2-3. Inside the cockpit.
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also be inspected. The holes should be round and not
oval. The pin and seat rail grips should also be checked
for wear and serviceability.
Inside the cockpit, three key items to be checked are:
(1) battery and ignition switches—off, (2) control
column locks—removed, (3) landing gear control—
down and locked. [Figure 2-3]
The fuel selectors should be checked for proper
operation in all positions—including the OFF position.
Stiff selectors, or ones where the tank position is
hard to find, are unacceptable. The primer should also
be exercised. The pilot should feel resistance when
the primer is both pulled out and pushed in. The
primer should also lock securely. Faulty primers can
interfere with proper engine operation. [Figure 2-4]
The engine controls should also be manipulated by
slowly moving each through its full range to check
for binding or stiffness.
The airspeed indicator should be properly marked, and
the indicator needle should read zero. If it does not, the
instrument may not be calibrated correctly. Similarly,
the vertical speed indicator (VSI) should also read zero
when the airplane is on the ground. If it does not, a
small screwdriver can be used to zero the instrument.
The VSI is the only flight instrument that a pilot has
the prerogative to adjust. All others must be adjusted
by an FAA certificated repairman or mechanic.
The magnetic compass is a required instrument for
both VFR and IFR flight. It must be securely mounted,
with a correction card in place. The instrument face
must be clear and the instrument case full of fluid. A
cloudy instrument face, bubbles in the fluid, or a
partially filled case renders the instrument unusable.
[Figure 2-5]
The gyro driven attitude indicator should be checked
before being powered. A white haze on the inside of
Figure 2-4. Fuel selector and primer.
Figure 2-5. Airspeed indicator, VSI, and magnetic compass.
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2-4
the glass face may be a sign that the seal has been
breached, allowing moisture and dirt to be sucked into
the instrument.
The altimeter should be checked against the ramp or
field elevation after setting in the barometric pressure.
If the variation between the known field elevation and
the altimeter indication is more than 75 feet, its
　
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