This was the learner’s third flight lesson, and already he had mastered the use of the checklist. 

I stood back, silently observing—it appeared someone had not used the checklist when they shut down the aircraft. 

To shut down the engine, the mixture knob or lever is pulled full aft, with the knob or lever left out. Yet, looking at this cockpit it was obvious someone had put the knob back in.

As that was not the correct procedure, the learner took extra care with the inspection, calling my attention to several other discrepancies. He found several electrical switches left “on,” the most disconcerting of which was the avionics master switch. This aircraft had several placards warning the pilot to make sure the radio was off before activating the avionics master switch and to make sure the avionics master was off before activating the aircraft master switch.

According to the chief mechanic and owner of the Cessna 172, if these procedures were not followed, a surge of power could be sent to the radios, possibly damaging them. Apparently this had happened in the past. In addition to the placards, there was a warning written in all caps and in red on the checklist.

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This wasn’t a one-time experience. The mixture knobs in other aircraft were also found in the full rich position. It was obvious someone—perhaps several someones—were not following the checklists.

The flight school was busy, as most of the instructors were flying eight hours per day, and there were multiple student pilots with solo privileges renting the aircraft. The concern of the chief CFI was that the instructors were not teaching checklist use, or worse yet, not demonstrating and modeling proper cockpit procedures. The CFIs were reminded to carefully watch their learners and remind them to use and follow the checklist during each phase of flight. 

An email was sent to all the renters and students, asking them to please use the checklists especially on aircraft shutdown. Some of the learners were confused by the email, because they thought the only problem that could arise from an improperly shutdown aircraft was the potential of a “hot prop,” the term for the magnetos being left on.

When the magnetos are shut off, the spark is grounded to the airframe. If the magnetos are left on, the spark is not grounded, and there is the possibility the prop can “kick,” as in move forcefully on its own if bumped or repositioned by hand. Approach the propeller like it is a big dog you don’t know—with caution and respect.

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I have seen the aftermath of someone getting hit by a prop. It was at a Saturday morning fly-in pancake breakfast. It was winter and one of those cold, clear days that are so rare in the Pacific Northwest. The owner of the Cessna 172 was moving the prop by hand to a vertical position to signal that he needed fuel. 

I was two spots away when I heard the impact. I turned in time to see him on the ground. The engine hadn’t started because the mixture was out, but the prop had rotated on its own, coming down rapidly and striking his arm.

Although shaken, he said he was fine, as he was wearing a heavy winter jacket, and it prevented him from getting a serious injury. Or so he thought. A few minutes later he collapsed. We thought he was having a heart attack. He was lucky that several of the people in attendance were paramedics. When they got his jacket off, they discovered his arm was broken— there was bruising and swelling — and determined that he was in shock. 

I share this story with my learners. Oddly enough, the one who was skeptical of the damage a  live propeller could do was the one who had the ignition key break off during aircraft shutdown. It was the policy of the school to quickly switch to “off,” then back to “both” to determine the mags could be grounded to the airframe, then shut the engine off. As he switched back to both, the key sheared off. The mags were stuck on. 

We shut the aircraft down by pulling the mixture full after and depriving the engine of fuel and turned off the master switch. I ran inside to get the chief mechanic while the learner stayed with the airplane, standing behind the strut, and warning his classmates of the potentially live and therefore dangerous prop. 

We both watched as the chief mechanic used one of his specialized tools to turn the mags to the off position and removed what was left of the key. As he got out of the aircraft he looked at the student and playfully admonished him: “Go easier on the Wheaties! You’re breaking the keys!”

As for the identity of the pilot who was improperly shutting down the aircraft, he was a private candidate who thought he was helping the other pilots by putting the mixture to the “rich” position at the end of the flight because it was on the engine start checklist, and he wanted to save the pilots a step.

After he was educated about the importance of following the checklist, the behavior ceased as learning had taken place.

The post The Importance of Following Checklists appeared first on FLYING Magazine.

He double checked that the magnetos were off before moving to the front of the aircraft. The propeller of the Cessna 172 was in the horizontal position so he did not have a clear view of the engine compartment, nor could he see the alternator belt in order to inspect it. He was reluctant to get too close to the propeller as he had been reading about propeller safety—but how was he to finish the inspection without getting close to the prop? This led to a discussion about how to treat a propeller—I submit it should be treated like a big dog that you do not know—it could do something unexpected that could hurt you, so give it the respect it deserves.

Hazards of a Still Propeller

Although you shouldn’t be afraid of the propeller, you should understand what it is capable of doing—and never ever become complacent. There is a reason it is called a ‘propeller blade’—it can have sharp edges. I learned this one the hard way as a fledgling pilot. 

I knew enough to make sure the magnetos were off and the key was out of the ignition before I approached the prop to inspect for “blade erosion, nicks, cracks, pitting, corrosion, and security” per the checklist. I positioned myself in such a fashion you would have thought I was about to have a knife fight with the prop—I was ready to dive away if the propeller moved. I reached out my right hand and (foolishly) ran my fingers over the top of the horizontal blade. There was a sharp pain in my right index finger and a lot of blood followed by a lecture from my instructor about being more careful. That was the day I learned how to use my thumbnail to check the edge of the propeller. I also learned how an A&P mechanic can file down the prop to remove a nick, then file the other side so that the propeller remains balanced.

It is not just sharp edges that can hurt you when the engine is off. If the magnetos are still engaged—if someone didn’t turn off the ignition properly, or there is a broken ignition wire and the spark is not grounded to the airframe, bad things can happen. If there is fuel left in a cylinder, moving the propeller in the direction of rotation—such as what’s done when one is hand propping an aircraft—can result in the propeller “kicking,” that is, moving with more force than you are expecting.

For this reason, if you need to reposition the propeller on the Lycoming or Continental engine—say to get a better view of the engine compartment and alternator belt during the preflight inspection—take care to rotate the propeller opposite the direction of normal travel as viewed from the cockpit. I learned this from Art Wegner, an A&P [airframe and powerplant mechanic] with more than 40 years of experience. Art advised, “Always best to be clear of prop when messing with it whatsoever.”

Richard Scarbrough, A&P mechanic and FLYING Magazine contributor, confirmed that the technique of rotating the propeller backward when it needs to be repositioned is safer than moving it forward in the normal direction of travel. However, he said he heard some complaints that this practice is bad for the vacuum pump, “but that has never been substantiated.” And many airplanes of recent vintage no longer have a vacuum pump in any case.

Hand Propping Takes Training

There are some times when you have to be close to the propeller—such as when you are hand propping an aircraft. This is common practice with aircraft that lack an electrical system, but as aircraft with electrical systems have become commonplace, the knowledge of how to safely hand prop an airplane has become very much like driving a five-speed. It can be a challenge to find someone who knows how to do it, and is comfortable doing it.

You will find instructions on hand propping in Chapter 2 of the FAA’s Airplane Flying Handbook, beginning with the warning: “Hand propping requires a team of two properly trained people. Both individuals should be familiar with the airplane and hand propping techniques. The first person is responsible for directing the procedure, including pulling the propeller blades through. The second person sits in the airplane to ensure that the brakes are set and to exercise controls as directed by the person pulling the propeller. When hand propping occurs, a person unfamiliar with the controls should never occupy the pilot’s seat.”

Other warnings include these: Have secure footing and never curl your fingers over the propeller because you could be pulled into it. Be sure there are chocks in front of the main wheels, and if this is not possible, the airplane’s tail should be securely tied down.

Also, (puts on Chief CFI cap) if the aircraft is a rental, you should be sure that hand propping is an approved procedure at the flight school or flying club, because many schools and clubs do not allow it for insurance reasons—and unauthorized hand propping can get you kicked out.

And, you have probably heard stories about hand propping that went bad—perhaps the pilot tried to do it themselves and the aircraft got away from them, coming to a stop after it collided with another parked aircraft or a hangar; or the person was run over by the aircraft; or worse yet, the person in the cockpit was not “qualified” and didn’t know how to shut down the engine and was injured in the subsequent crash. Sadly, these things still happen.

Hot Loading/Unloading

All pilots and mechanics know the greatest risk comes from the propeller when it’s turning, and the FAA tells us all about it in Advisory Circular (AC) 91-42D: “Hazards of Rotating Propeller and Helicopter Rotor Blades.” The AC notes that a propeller under power, even at slow idling speed, has sufficient force to inflict injuries. For this reason, special care has to be taken during so-called “hot loading,” which is when the aircraft engine is still in operation; therefore, the propeller is turning when people are loaded or unloaded.

The AC cautions against this practice, noting “the engine should be shut down before boarding or deplaning passengers,” however, sometimes this is not done.

In these cases, if there is no option but to hot-load, it’s a good idea for each passenger to be escorted to and from the aircraft by someone familiar with propeller safety, with the understanding that departure from an airplane with a propeller ahead of the cockpit be toward the rear of the aircraft, and when loading an airplane with the propeller turning, the passengers and their escorts should approach from the rear and depart to the rear.

When no escorts are available, pilots warn the passengers to approach from the tail and depart toward the tail. Never walk toward the front of the airplane, because when operating, the propeller disappears in a blur.

Sadly, even when the pilot instructs the passengers to disembark to the rear, they can fail to follow directions. Such was the case on October 16 in Georgia when a 21-year-old college student was killed when he was struck by the moving propeller of a Cessna 172. According to the Statesboro Herald, the student and a woman had been passengers on board the airplane. They had returned from a date at night, and according to authorities, after the airplane landed safely, the woman got off the airplane and walked toward the tail of the aircraft. The man disembarked and walked toward the front and into the propeller.

Even pilots are not immune to this kind of mistake. In 2008, a 26-year-old student pilot flying a Cessna 152 out of Atwater, California, was killed when he walked into a spinning prop at night. The airplane was being flown by another student pilot. Incidentally, the flight was operated in violation of FAR 61.89, which prohibits student pilots from acting as pilot in command of an aircraft carrying a passenger. According to the NTSB report, the students knew they were breaking the rules. They waited for the flight instructor, who had signed off the one pilot for what was presumed to be a solo flight, to leave the airport, then the second student climbed aboard. Upon returning after dark and worried about being caught, the student in the right seat hurriedly climbed out of the airplane— and into the propeller.

Avoid the ‘Hanging on the Prop’ Picture

Several aviation publications, organizations, and flight schools have rules against publishing photographs of people who are either standing in the prop arc or posing with their hand on the prop. The reason? It sends a bad message to the aviation-challenged who don’t know anything about propellers—it can be compared to checking to see if a gun is loaded by looking down the barrel. You’d never do that, would you? 

So please, no hand-on-the-prop pictures. It doesn’t matter if you have Amelia Earhart standing on one side of you and Jimmy Hoffa on the other and Bigfoot is photo bombing—please don’t take that picture. Instead, go with the 3/4 shot of the subjects standing in front of the wing of the aircraft—it’s much more effective—it shows more of the airplane.

The post Prop Safety: Treat Spinning Blades With Respect appeared first on FLYING Magazine.

It could happen to us—so follow that checklist like your life depends on it. 

Ironically, a similar accident led to the adoption of checklists as a matter of practice in aviation. In 1935, the Boeing 299—the prototype of the B-17—went down on takeoff from Wright Field (what is now Wright-Patterson Air Force Base/KFFO) in Ohio. The aircraft lifted off normally, then entered a steep climb and subsequent stall and impact, killing the crew. It was determined that the control lock on the elevator and rudder, which could be released from inside the cockpit—were still in the locked position, having been forgotten by both the pilot and copilot. After the accident, the concept of a checklist to ensure the completion of these necessary tasks was born—and we still use it today. Does the phrase “flight controls free and correct” ring a bell?

Checklist use is one of the first things a pilot candidate learns. It is not a crutch—it is a device we use to make sure that necessary items are checked in a logical fashion. If you are interrupted during the checklist process—back up three items. Every time.

When you look at the checklist is also important, as in some high-workload situations such as the pattern, a cockpit flow followed by a verification look at the checklist may be more appropriate. A learner who drops the airplane to fly the checklist in the pattern (as if they are reading to see what they should do next) would likely benefit from a chair-flying session where, while safely on the ground, they run through the pre-landing checklist, recite power settings and aircraft configurations—and strive to understand the variables of the landing and how to address them.

Sometimes items are added to a checklist that are climate or airport specific—but the pilot may not learn this until they start flying at a different airport.

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For example, the owner of a Cessna 150 moved to rural southwest Washington from a more metropolitan airport that was extremely noise sensitive. I was administering his flight review—he did well on the ground portion, so imagine my surprise on climbout as we reached 500 feet agl, when he (incorrectly) reduced the power of the 150 to 1,900 rpm. I asked for full power again. He pushed the throttle in but was puzzled, explaining he was following the noise-abatement policy which he thought was universal at all airports. I explained that this airport did not have such policies. He was delighted to add a line to the checklist—power reduction for noise abatement if appropriate.

A pilot who performs the landing by rote may do inappropriate things—such as adding full flaps when the aircraft is on final approach although there are four red lights—and, therefore, they’re below the glide path—”because the checklist says flaps 40 on final.”

Situations like this reveal there has been a failure to communicate in the learning process and/or something has become lost in translation. 

A few years ago, I inherited a learner who swore that he had been taught to pull the mixture knob out to make the engine cough, then slam it back in to “check the mixture” on downwind. (I am pausing to visualize your facial expression as you process this.)

I pointed out that the checklist read “mixture rich or as required” and explained to him that pulling the mixture knob out deprived the engine of fuel, making it quit, and this was not something we would want to do in the air during normal operations.

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Although the learner agreed that having the engine quit on downwind would be a bad thing, on that first pattern when he went to pull out the mixture knob my hand was right there, stopping him from pulling it out.

“Mixture rich, knob in!” I reminded him. The learner again insisted that he was taught to pull the mixture knob out on downwind “to check it.” I expressed skepticism.

On the second pattern, the learner slapped my hand away and got the knob. The engine momentarily quit, then came back as he shoved the knob back in.

“Wrong thing to do!” I said. “Do NOT do that again.”

It was time to dig deep in the instructor bag. Desperate times call for desperate measures. As we climbed out on upwind, I started to work up the biggest mouth of spit I could. I cringe as I write this—as we turned crosswind to downwind, I hocked a loogie, and I mean a BIG OLE MAMA HOG loogie all over that mixture knob, in effort to keep him from grabbing it. 

“That knob belongs to me now!” I said.

He was horrified and actually drew away from me. I guarded that knob anyway—and learning took place. He got off easy. I was prepared to shotgun boogers if I had too.

The post Use Your Checklist appeared first on FLYING Magazine.