Systems Check

Somewhere back in the typical GA pilots mind is the idea of flying a personal airplane over long distances. Maybe across a continent, maybe an ocean. Or around the world. Part of the idea is visiting distant destinations and seeing foreign lands from the perspective only a personal airplane can offer. Another part of it is the challenge, which can be substantial; part of it is bragging rights; part of it is just because you can. However common the idea of flying around the world may be, the typical GA pilot rarely follows through. Whether due to time constraints, finances, lack of a suitable airplane or other responsibilities, the obstacles are just too daunting for the typical GA pilot.

Earlier in the year, I found myself headed toward Albany, N.Y., to visit a long-time pilot-friend and play with airplanes. I was flying a second friends airplane, IFR, and being vectored for a visual approach through a cloud deck. All of a sudden, I can hear ATC, but they cant hear me. So I reached down between the front seats for the handheld mic-but there is no handheld mic. Theres a bracket, but nothing on it.

The overall reason we conduct a preflight inspection is to verify everything on the airplane is both present and working. We check fluids, tire and strut inflation, look for damage and wiggle things like ailerons and rudders to ensure theyre working as they should. Once were satisfied the airplane is ready to fly, we mount up and launch. But what if we find a piece of equipment thats not working? Can we still fly?

Upon removal, found a two-inch-long piece of material in filter outlet, which appears to be the edge of a gasket. It could only have gotten there when the filter was manufactured. The material would have plugged small oil passages had it moved into the engine as it was on the downstream side of filter.

Like many airports in the U.S., my home base does not have a dedicated Unicom frequency. Instead, we use the Multicom frequency, 122.9 MHz, to self-announce our positions and intentions. Occasionally, two or more pilots trying to use the same runway at the same time will use the frequency to work out details of sequencing themselves, but thats about it. Other airports in the vicinity also use 122.9, including nearby Cheap Fuel County, so its easy and convenient to leave the selected comm radio on that frequency when popping out to top off before a longer flight.

You may think your avionics stack is not a safety-critical system because it often is perfectly legal to fly without it. But once you turn on a radio, it becomes an integral part of your aeronautical decision making. Most of the time, thankfully, everything works. But stuff does happen, and things do break or dont work as they should. Many failures can be caused by interactions between the various pieces of equipment installed in your panel, or by devices you and your passengers brought aboard.

You have less than four years until the January 1, 2020, mandate to have a working ADS-B Out system installed if you want regular access to airspace where a Mode C transponder currently is required. Many aircraft owners already have upgraded; many more have yet to bite the bullet, perhaps because theyre still waiting for prices to come down and capabilities to go up.

The safety consequences associated with procedural noncompliance-failing to correctly perform normal checklists-have become hot button issues within the business aviation community and the NTSB. All general aviation pilots should heed the warnings raised.

From the beginning of our primary training, we learn how to check our airplanes fuel quantity and quality, and how to position various controls to ensure the engine starts and stays running. We know we can turn the fuel off and on, and perhaps select from which tank the engine will draw, but what happens after that often is a mystery. Whats going on between the fuel selector valve and the engine?

During oil and filter change, chips and large metal pieces were found. During an annual inspection, the engine oil quick drain valve was blocked with debris. About a dozen pieces of what appeared to be piston ring pieces were removed. While performing a condition inspection, a crack was found on #6 intake. After takeoff, the crew noted engine vibration and lack of power. Inspection revealed excessive oil in the engine area and on the aircraft belly. After a precautionary landing due to power loss, a compression check showed zero on cylinder A4.