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are before flight, the safer that flight will be. Since
a thorough preflight is a vital step in that
preparation, these recent ASRS reports are offered
as valuable lessons on avoiding preflight pitfalls.
A Casual Cap Check
Loose fuel cap incidents are reported to ASRS on a fairly
regular basis. Some aircraft, such as the C182 in this
report, may require a ladder to enable a hands-on
preflight of the fuel cap security.
■ After reaching 1,300 feet, I noticed fuel leaking out of
my left wing. I then glanced at the fuel gauge and saw that
my fuel level was dropping rapidly. I notified Departure
[Control] and they gave me priority back to [departure
airport]. I landed without incident. When I checked to find
what the problem was, I found that a fuel cap had come
undone. I had failed to check the tightness of the fuel caps
prior to departure. During preflight, I checked to see if the
caps were on, but I didn’t get on a ladder to check the
tightness. This incident could have been prevented if I had
done a complete preflight and checked the fuel caps.
Latest Flying Fashion:
Accessoires pour l’empennage
With his wife’s help, this pilot gave new meaning to the
term “flight jacket.”
■ I preflighted the aircraft and all was well. Fuel and oil
were full, chocks out, tie downs removed, and everything
seemed ready. My wife and I then loaded several bags and
other items and I seated myself in the cockpit while she
departed for home. The taxi out and run-up were
normal.... The takeoff roll seemed OK, but upon rotation,
there seemed to be a slight vibration in the controls. Then
as I was climbing through 1,100 feet, the vibration got
slightly worse, which didn’t seem normal to me, and I
elected to return to [departure airport]. I informed Tower
that I had some sort of control problem and needed to
return. Landing clearance was granted at once. The
landing was uneventful, but as I was taxiing in Tower
informed me that there seemed to be something on my
right horizontal stabilizer (not visible to the tower on taxi
out and takeoff because it was on the opposite side). I
taxied to the run-up area and someone from the airport
staff removed my jacket from the stabilizer and handed it
to me.
The jacket had been set down on the stabilizer by my wife
and, in the loading process, simply forgotten. I boarded the
aircraft from the side opposite the jacket, so I didn’t see it
either. The vibration in the controls was the jacket flapping
in the wind, but I had no way of knowing that and
assumed the worst. Had I elected to continue the flight, the
jacket would most likely have blown off, but the possibility
exists that something worse could have happened and I
could have had a severe control problem. The decision to
return upon sensing that something was not normal was
probably a good one....
In the future I will load first and then perform the
preflight.
From Bad to Worse
Haste is often cited as a factor when safety is
compromised. In the following report, the result of a C172
pilot’s hasty preflight was bad, but his solution was worse.
■ An airshow was scheduled to begin in about a halfhour.
I was told by Ground Control that I had two minutes
to get into position and take off. In my hurry to comply
with Ground Control I forgot to remove the tow bar from
the front of the plane and began to taxi. The problem was
pointed out to me by people [along the taxi route]. I
compounded the problem by removing the tow bar without
stopping the engine. I was lucky not to be injured!
Lesson learned: Do not let anyone or anything cause you to
hurry. That is when mistakes happen that can lead to
accidents.
Shed a Little Light and Avoid
the Runaround
A B737 Captain submitted these observations on the
proper equipment required for a proper preflight.
■ The flight was running extremely late when my reserve
First Officer arrived at the aircraft. I decided to do the
walk-around so that he could get settled in the cockpit. I
asked to borrow his flashlight and he handed me a
penlight. He told me that it was the only flashlight he
carried.... As a Captain I am very uncomfortable with the
thought of a preflight or postflight check being
accomplished in the dark with a penlight.... We are
responsible for ensuring the airworthiness of the
aircraft...and this responsibility requires that a proper
preflight be accomplished....
On the subject of preflight and postflight [inspections], the
weather is turning colder back east, but is still warm in
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