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Preflight Walk-arounds  
User currently offlineB737900 From United States of America, joined Aug 2010, 186 posts, RR: 0
Posted (4 years 2 weeks 22 hours ago) and read 9659 times:

To a passenger, preflights look somewhat haphazard and perfunctory. Looking at today's a.net Top Five photos suggests a question. The flight engineer doing a preflight of a Boeing 707-131B in 1971: What is he/she looking for? (somewhat obvious); who does them?; do they ever find something that will scrub a flight?; how often are preflights done? Could some of you crew/rampers out there enlighten the rest of us with some of your experiences? Like to hear from some crew/ramper that has actually found something of note. Thank you all kindly.

[Edited 2010-12-06 08:23:12]


Sounds like a Beaver on floats..........we're saved!!
63 replies: All unread, showing first 25:
 
User currently onlinesan747 From United States of America, joined Dec 2004, 4965 posts, RR: 12
Reply 1, posted (4 years 2 weeks 22 hours ago) and read 9610 times:

Both one of the pilots and the ramper that guides the aircraft into the gate and pushes it out do seperate walkarounds, within 10 minutes of arrival and prior to pushback.

Basically, as a ramper, you're looking for obvious signs of damage and anything in general that doesn't look right- maybe panels accidentally left open or something like that. Pilots do a more thorough inspection, though I don't know all the particulars of it, maybe someone could expand on that?



Scotty doesn't know...
User currently offlineskoker From United States of America, joined Apr 2006, 440 posts, RR: 1
Reply 2, posted (4 years 2 weeks 22 hours ago) and read 9581 times:

When I was a ramper, the marshaller was responsible to do a quick walk around the aircraft to check for damage- mainly so that the crew and Flight Control knew about any damage that occurred at the departing station or inflight so that the station wasn't charged with the damage. The crew does a more through check of the aircraft to check aircraft parts and controls and look for obvious signs of damage or "things that don't look right"

User currently offlineslz396 From , joined Dec 1969, posts, RR:
Reply 3, posted (4 years 2 weeks 22 hours ago) and read 9527 times:

the flight crew will look at all sort of things during their walk around, mainly technical issues like the condition of the tyres, the absence of hydraulic leaks from flaps or struts, for inoperative nav lights, or the condition of the static dischargers; things like that which are all not repeated on the flight deck and can only be verified to be in a good condition by means of a visual check.

Since there are a lot of those little technical things present on a plane which are are required for safe flight, they need to be checked every time, hence a preflight walk-around should be done prior each take-off.


User currently offlineazjubilee From United States of America, joined Apr 2000, 4022 posts, RR: 27
Reply 4, posted (4 years 2 weeks 21 hours ago) and read 9422 times:

Every airline and ground handling company have different procedures. At some airlines, the pilots aren't even responsible for pre flight inspections. At my company, there are FOUR kinds of inspections:

1 - Preflight, first flight of the day. This would involve a detailed inspection of the aircraft which would include a security check of certain areas of the plane. Also, the pilot performing the check would be looking for the general condition of the a/c spending more time on certain items.

2 - Preflight. This is much like the first flight of the day pre flight, but doesn't include special security checks.

3 - Walk-around. This inspection is done after an individual flight, just to make sure there were no bird strikes, other damage and to make sure that things are still in general working order.

4 - Post flight. This inspection is done when the crew is either done flying this particular a/c and will proceed to another one for subsequent flights, or the a/c is done flying for the night.


All 4 inspections are the responsibility of the Captain, however all are generally delegated to the First Officer, with the exception of the Post Flight. That one is required to be completed by the Captain. The walk-around at the intermediate stop is also usually conducted by the Captain, as the FO is busy preparing the flight deck for the next departure.

The pilot inspections, required inspections done by the mechanics, inspections done by ground handling and this time of year, the inspections by de-ice staff all create a layered environment to determine if the aircraft is ready for flight. The Captain has the ultimate authority and final say on if the a/c is in airworthy condition.


User currently offlineAcey559 From United States of America, joined Jan 2007, 1544 posts, RR: 2
Reply 5, posted (4 years 2 weeks 21 hours ago) and read 9335 times:

Just recently when I was working, the FO came up to me after his walkaround and told me that there were issues with the aircraft. One time it was struck by lightning and a fair amount of paint chipped off. They had to call a mechanic out to write it up, and for some reason or another the flight canceled. Another time, one of the latches that keeps the engine cowling on had come undone, so I had to get a beltloader and raise it enough to re-latch it. Those are all that I can think of right now, but I know there have been more. Also, the PIC is the one required to do the walkaround, but he is allowed to delegate so usually the FO ends up doing it, especially if it's rainy or cold outside.  

User currently offlineCanadianNorth From Canada, joined Aug 2002, 3395 posts, RR: 9
Reply 6, posted (4 years 2 weeks 18 hours ago) and read 9131 times:

Our airline theres basically two types of pre-flights.

First is also known as the Daily Inspection, and it's done by maintenance once for every 24 hour period that the aircraft is flying. Basically you:
- Deal with any snags in the log books
- Check and as required top up the engine, gearbox and hydraulic oils
- Make sure all the lights work (nav, landing, beacon, leading edge, cabin/cockpit, etc)
- Check for proper inflation/pressure in the hydraulic accumulators, oleos, tires
- Have a good visual around each gear and gear bays for any signs of damage, leaks, worn tires, anything not normal really
- Have a good look around the engines (intake, exhaust, props, etc), for any signs of damage, rock chips, oil leaks, any signs of anything being sucked in, again just anything not normal
- Check the cargo pits for any obvious defects
- Do a thorough walkaround of the aircraft checking the pitot/static ports, windows, and pretty much everything you can see for any signs of damage or leaks, and making sure nothing is loose and all the panels/cowlings/doors/windows are shut properly, etc.
- Go up in the cockpit and check for any obvious damage and then hit a few test buttons for fire loops, CVR/FDR, stick shakers, that sort of thing. Also make sure oxygen bottles are filled to above a given pressure and fire extinguishers/flashlights are serviceable.
- Walk through the cabin, galleys and lavs checking smoke detectors, emergency equipment, lights, seatbelt/no smoking signs, and have a look for any obvious damage on the interior trim, seats, floors, panels, windows, etc.

Before each flight one of the pilots do their pre-flight too. Theirs includes the usual cockpit activities, and then get outside and have a walk around checking lights, and for any obvious damage or leaks around the fuselage, empenage, wings, engines, landing gear, tires, props, etc, make sure the gear pins are out, that sort of thing.


CanadianNorth



What could possibly go wrong?
User currently offlinefr8mech From United States of America, joined Sep 2005, 5654 posts, RR: 15
Reply 7, posted (4 years 2 weeks 17 hours ago) and read 9069 times:

Quoting B737900 (Thread starter):
preflights look somewhat haphazard and perfunctory.


Far from it. Most operators have the preflight procedures spelled out in the AOM (aircraft operator's manual) or equivalent. What to look for, where to look and what to do.

Quoting B737900 (Thread starter):
The flight engineer doing a preflight of a Boeing 707-131B in 1971: What is he/she looking for?


Looking for damaged blades, damage to the inlet and general condition of the area. In icing conditions, he would be looking for ice.

Quoting B737900 (Thread starter):
do they ever find something that will scrub a flight


In a word: yes.

Quoting B737900 (Thread starter):
how often are preflights done?


This one probably varies from operator to operator, but usually prior to every flight.

Let me expand: I believe that the FAR's require a preflight walk-around prior to every floght, but whether the 'pre-flight walk-around" as defined by the operator's AOM, OpsSpec or other governing document is performed propbably relies on the length of time the aircraft is on the ground between flights.

Quoting B737900 (Thread starter):
Like to hear from some crew/ramper that has actually found something of note.


Hydraulic leaks (especially in cold weather), fuel leaks, ground induced damage, burned out bulbs, missing fasteners...if it can go wrong on the exterior of the aircraft, it can be found during a preflight.

Our mechanics do a more thorough inspection. It is more properly considered a post flight (our flight crews do not perform them). This check is done after the aircraft arrives. It looks at, among other things, lights, tires, brakes, fluids, general airframe condition, some of the flight deck electronics (specifically, EICAS, ECAM or Synoptic Display) for fault annunciations and a few other things.

Maintenance will also walk around the aircraft after it is closed up and the ground equipment pulled away for a final check for damage.

The walk around is a small part of the flight crew preflight and generates only a fraction of preflight write-ups (since the stuff checked by the crew should have been checked by maintenance. The flight deck checks cause a lot more issues.

[Edited 2010-12-06 13:23:54]


When seconds count...the police are minutes away.
User currently offlineb78710 From United Kingdom, joined Mar 2006, 344 posts, RR: 0
Reply 8, posted (4 years 2 weeks 16 hours ago) and read 9017 times:

We (engineering) do a walkround as soon as the aircraft pulls onto stand. Basically start at the nose, checking all pitot/static brobes, ice detectors, TAT sensors, AOA sensors. Checking for any impact damage, bird strikes, check all the aerials are there, check the tyres for condition, brake wear indicators, oleo extension, look for leaks, fuel, hydraulic, oil. Check the fronts and backs of engines, IDG oil level, make sure all latches and ducts are secured, look for dents around pax doors, and cargo doors. I normally give the gear doors a shake to make sure they're secure. Quick look in the gear bay for leaks or anything not right. I usually give the outflows a good visual aswell, half the valve could be missing and you wouldn't get any indication until the a/c won't pressurise.

The list is endless.

Last week I found a pretty big bird strike, I've found reversers still deployed, lights out, hydraulic leaks, all sorts.

A few weeks ago I was walking round a jumbo and I couldnt put my finger on what was missing. Then I realised it was a whole flap track fairning. It was written up in the log as per the CDL, but it was a funny one as I wasnt expecting it to not be there.

When you've been doing it a few years you tend to be able to do it without thinking. You can do a whole walkround while your thinking about whats for tea tonight, and still find 5 things wrong with the aircraft.


User currently offlinefr8mech From United States of America, joined Sep 2005, 5654 posts, RR: 15
Reply 9, posted (4 years 2 weeks 15 hours ago) and read 9009 times:

Quoting b78710 (Reply 8):
A few weeks ago I was walking round a jumbo and I couldnt put my finger on what was missing

That's one of the keys to a walk around: the experience you have looking at 'good' aircraft. I can say how many times I walk around an aircraft and stopped, walked back a few steps and looked for what wasn't right.



When seconds count...the police are minutes away.
User currently offlinewn700driver From , joined Dec 1969, posts, RR:
Reply 10, posted (4 years 2 weeks 11 hours ago) and read 8908 times:

What everyone else has said, pretty much.

I did recently find a Bat stuck to the MLG strut of a 733 on a walk a round though. Do it long enough, and you'll see all kinds of things...


User currently offlinePGNCS From United States of America, joined Apr 2007, 2858 posts, RR: 48
Reply 11, posted (4 years 1 week 6 days 20 hours ago) and read 8704 times:

Quoting B737900 (Thread starter):
To a passenger, preflights look somewhat haphazard and perfunctory. Looking at today's a.net Top Five photos suggests a question. The flight engineer doing a preflight of a Boeing 707-131B in 1971: What is he/she looking for? (somewhat obvious); who does them?; do they ever find something that will scrub a flight?; how often are preflights done? Could some of you crew/rampers out there enlighten the rest of us with some of your experiences? Like to hear from some crew/ramper that has actually found something of note. Thank you all kindly.

Like others have said, it's not haphazard. The required inspections are explicitly defined in the airline's manual system, including who does the inspection and what they are looking for. In practicality at most carriers an FO does the walkaround for the cockpit crew, though I personally do walkarounds on the legs the FO is flying (that's my choice as a Captain, and many Captains don't routinely do them, though all are checked on how to do them.)

Quoting fr8mech (Reply 7):
Quoting B737900 (Thread starter):
preflights look somewhat haphazard and perfunctory.


Far from it. Most operators have the preflight procedures spelled out in the AOM (aircraft operator's manual) or equivalent. What to look for, where to look and what to do.

  

Quoting fr8mech (Reply 7):
Quoting B737900 (Thread starter):
Like to hear from some crew/ramper that has actually found something of note.


Hydraulic leaks (especially in cold weather), fuel leaks, ground induced damage, burned out bulbs, missing fasteners...if it can go wrong on the exterior of the aircraft, it can be found during a preflight.

Our mechanics do a more thorough inspection. It is more properly considered a post flight (our flight crews do not perform them). This check is done after the aircraft arrives. It looks at, among other things, lights, tires, brakes, fluids, general airframe condition, some of the flight deck electronics (specifically, EICAS, ECAM or Synoptic Display) for fault annunciations and a few other things.

Maintenance will also walk around the aircraft after it is closed up and the ground equipment pulled away for a final check for damage.

The walk around is a small part of the flight crew preflight and generates only a fraction of preflight write-ups (since the stuff checked by the crew should have been checked by maintenance. The flight deck checks cause a lot more issues.

Anything that can break can be found. You can find dents left by caterers, hydraulic leaks, missing access panels, cut tires, you name it, we find it. I recently found an access panel missing on an engine that grounded the airplane until a new part could be flown in.

Quoting wn700driver (Reply 10):
What everyone else has said, pretty much.

I did recently find a Bat stuck to the MLG strut of a 733 on a walk a round though. Do it long enough, and you'll see all kinds of things...

Wow! that's an interesting one! Did the airplane happen to go through Austin?


User currently offlineHAWK21M From India, joined Jan 2001, 31712 posts, RR: 56
Reply 12, posted (4 years 1 week 6 days 19 hours ago) and read 8670 times:

Out here Part of the Maintenance checks is a Transit Inspection or Preflight check.This is carried out by a qualified Maintenance person following a checklist/taskcard.
In addition one of the flying crew too carry out a walkaround inspecton.mainly looking for leaks/damages.
regds
MEL.



Think of the brighter side!
User currently offlinePolymerPlane From United States of America, joined May 2006, 991 posts, RR: 3
Reply 13, posted (4 years 1 week 6 days 19 hours ago) and read 8664 times:

how do you do walkaround on larger planes? How do you check for items far above ground that you can't really see?


One day there will be 100% polymer plane
User currently offlineb78710 From United Kingdom, joined Mar 2006, 344 posts, RR: 0
Reply 14, posted (4 years 1 week 6 days 18 hours ago) and read 8633 times:

Quoting PolymerPlane (Reply 13):
how do you do walkaround on larger planes? How do you check for items far above ground that you can't really see?

We do ours from the ground. Also theres a task on the transit to check the upper surface of the wings from the cabin windows.

But to be honest theres not a lot above the ground to go wrong that you cant see from the ground. All the aerials up there you can see from the ground, any leaks from the stab or fin will run down and you'd see anyway, very unlikely to get any damage on the upper surfaces. The only thing really is lightning strikes. But they would normally be written up anyway and an inspection would be carried out IAW chapter 5.

I guess they do an inspection at A check that is a bit more detailed


User currently offlinepilotpip From United States of America, joined Sep 2003, 3152 posts, RR: 10
Reply 15, posted (4 years 1 week 6 days 17 hours ago) and read 8613 times:

Quoting PolymerPlane (Reply 13):
how do you do walkaround on larger planes? How do you check for items far above ground that you can't really see?

You step back a couple feet and look up. As others have said there isn't much you wouldn't be able to see on the ground. Even the biggest aircraft aren't so big that you can't see the top. If you can't, you're probably not going to be holding onto your medical very long.



DMI
User currently offline474218 From United States of America, joined Oct 2005, 6340 posts, RR: 9
Reply 16, posted (4 years 1 week 6 days 17 hours ago) and read 8593 times:

Quoting B737900 (Thread starter):
To a passenger, preflights look somewhat haphazard and perfunctory.
Quoting fr8mech (Reply 7):
Far from it. Most operators have the preflight procedures spelled out in the AOM (aircraft operator's manual) or equivalent. What to look for, where to look and what to do.


The pre-flight walk arounds are established by the OEM and taught to the crews during flight training. There are specific items they are looking for not a detailed inspection of the entire airframe!

The attached cover is from a 94 page pamphlet Lockheed prepared for L-1011 flight crews..



I also included the page showing the recommend route to follow around the aircraft to be able to see all the recommend items to check.



User currently offline2H4 From United States of America, joined Oct 2004, 8956 posts, RR: 60
Reply 17, posted (4 years 1 week 6 days 16 hours ago) and read 8586 times:
AIRLINERS.NET CREW
DATABASE EDITOR

On the smaller scale, I once found a broken vertical stab attachment bracket on a Cessna 152 that grounded the aircraft.

Another time, I was preflighting another 152 that had just gotten out of a 100-hour inspection and had trouble determining where the oil line was on the dipstick. Two CFIs assured me that the oil was at the appropriate level, explaining that new oil is very clean and much more difficult to see on a silver dipstick. I wasn't convinced, and decided to take a different airplane. Which was a good thing, because as it turned out, the mechanic forgot to refill the engine oil.

There's an organization called NIFA (National Intercollegiate Flying Association) in which aviation universities in the US compete in various flying and non-flying aviation events. One of the non-flying events is the preflight competition, in which judges "bug" an airplane, and students are tasked with finding as many bugs as possible in a limited amount of time. It gets very interesting. I've seen props installed backward, registration numbers that don't match, ailerons that deflect in the same direction when the yoke is turned, backward-rigged elevators, rubber snakes, missing placards, and all kinds of other fun things. You learn a lot competing with NIFA.



Intentionally Left Blank
User currently offlineMD11Engineer From Germany, joined Oct 2003, 14139 posts, RR: 63
Reply 18, posted (4 years 1 week 6 days 16 hours ago) and read 8581 times:

Quoting fr8mech (Reply 9):
Quoting b78710 (Reply 8):
A few weeks ago I was walking round a jumbo and I couldnt put my finger on what was missing

That's one of the keys to a walk around: the experience you have looking at 'good' aircraft. I can say how many times I walk around an aircraft and stopped, walked back a few steps and looked for what wasn't right.

The same for me. I had a discussion last week with a young mechanic, who thinks that he needs 30 minutes + to carry out a postflight walkaround on a 747-400. On the other hand, he is still quite new at it and needs to check each point conciously. For myself I do my usual pattern (very important to do the check ALWAYS in the same pattern, so that, if you get interrupted e.g. by a loader or fueler, you can start right again where you left off without missing anything) and somehow, like you, notice that there is something wrong. On the second look I see what it actually is.

Jan


User currently offlinewn700driver From , joined Dec 1969, posts, RR:
Reply 19, posted (4 years 1 week 6 days 10 hours ago) and read 8488 times:

Quoting PGNCS (Reply 11):
Wow! that's an interesting one! Did the airplane happen to go through Austin?

Oddly enough, we are in DFW... Like Austin, but not famously, we got bats!


User currently offlinePGNCS From United States of America, joined Apr 2007, 2858 posts, RR: 48
Reply 20, posted (4 years 1 week 6 days 10 hours ago) and read 8488 times:

Quoting wn700driver (Reply 19):
Quoting PGNCS (Reply 11):
Wow! that's an interesting one! Did the airplane happen to go through Austin?

Oddly enough, we are in DFW... Like Austin, but not famously, we got bats!

Well I got the state right, anyway!  


User currently offlinejosekmlb From United States of America, joined May 2008, 493 posts, RR: 0
Reply 21, posted (4 years 1 week 6 days 9 hours ago) and read 8448 times:

I always checked for holes and nails in the tires, leaking fluids, static discharges, ice in the winter , any a/c damage or panels missing that were not in the MEL/CDL, and chips or cracks in the fan blades on my walk arounds as a ramper.

User currently offlineThirtyEcho From United States of America, joined Dec 2001, 1659 posts, RR: 1
Reply 22, posted (4 years 1 week 4 days 17 hours ago) and read 8250 times:

There is hardly anything at all haphazard about a walkaround. Even the smallest of light aircraft have a walkaround checklist and you would use the same routine every time, following the same path around the airplane. I encourage everyone, no matter how many times you have preflighted the same airplane in your life, to carry the checklist with you during the walkaround.

I always added my own personal items to the list that were born out of previous aggravating experiences.


User currently offlineHAWK21M From India, joined Jan 2001, 31712 posts, RR: 56
Reply 23, posted (4 years 1 week 4 days 4 hours ago) and read 8155 times:

Quoting 2H4 (Reply 17):
the mechanic forgot to refill the engine oil.

Isn't a grd run needed post oil replacement.

Quoting 2H4 (Reply 17):
You learn a lot competing with NIFA.

Great Idea.

regds
MEL.



Think of the brighter side!
User currently offlinecontrails15 From United States of America, joined Oct 2008, 1181 posts, RR: 0
Reply 24, posted (4 years 6 days 17 hours ago) and read 7845 times:

Speaking for myself as a ramp agent..... Plane blocks in I immediately do a walk a round. Why? If I find something such as a dent, open panel ect. ect. my crew doesn't get blamed if it hasn't already been documented when that plane gets to the station its going too. Basically, cover my ass. Pilot comes down, usual its the FO and he or she does there walk around. Depending on the pilot, it can be a very throe walk around or Wham bam thank you mam'e. Flight is loaded, cargo doors are lock and everything is off the aircraft except of the course the push back and then I will do a post walk around to make sure my crew, provo and whoever might of been near the a/c didn't do any damage and make sure all panels and doors are secure. That's when you get on the HS and tell the captain the aircraft is secure and we're waiting to push.

Hope that helps.


GO GIANTS



Giants football!!!!!!!!!!!!!!!!!!!!!!!!
25 alwaysontherun : You struck a nerve……..I will actually start making one tomorrow! I own the humblest of all aircraft, but still--> all pre-flight checks still
26 CosmicCruiser : Every year in recurrent training we must review a power point program of the entire jet, area by area, and point out to the instructor what we are lo
27 MerlinIIIB : Walkaround can be a life saver. 15 years ago at an International airport, a small turbine twin aircraft was prepared for an early morning aerial phot
28 Post contains images b78710 : Found a massive hydraulic leak on a 744 last week. Skydrol all over the belly, 15 quarts uplifted. The left wheel well was like a skydrol swimming poo
29 spchamp1 : Just like Contrails pointed out, at our airline the Ramp Lead is required to do a walkaround post arrival and then again pre departure. Most of the ti
30 2H4 : Well, if you managed to get the airplane with the backward prop all the way to the runway without noticing...then I'd be worried.
31 HAWK21M : Out here....The Taskcard has to be in possession of the qualified Indvidual carrying out the check from Maintenance. regds MEL.
32 alwaysontherun : Never underestimate a good hangover………… But seriously, if we´re talking about the walk around (before flashing up) I look for certain things
33 HAWK21M : Serious...... Blanks/locks/pins are an Important check. regds MEL.
34 contrails15 : Haven't seen any of them. I did see that they are up though but just haven't had the chance to check them out.
35 2H4 : I'm not sure. Perhaps it ran fine for a brief amount of time.
36 pilotpip : When you do 3-5 inspections in a day it is very easy to get complacent. However it has been my experience that every time this begins to happen I find
37 HAWK21M : The smallest of leak would be noticeable. egds MEL.
38 2H4 : But a dry engine may not be. The mechanic could do a very brief runup without paying attention to the temp, and shut down before it seizes.
39 Silver1SWA : That varies at every company. Some airlines require a pilot do an inspection for every flight, and others leave it up to the ramp crew some of the ti
40 HAWK21M : What about the Oil Qty gauge......Parameter observation is critical during ground runs. regds MEL.
41 wn700driver : Don't feel so bad. At the Airline I contract with now, an E-190 managed to take all the way off one morning, and promptly return for an emergency lan
42 2H4 : No such gauge in the Cessna 152. Oil level is checked with a dipstick attached to the cap.
43 474218 : Oil quality is not normally a walk around item! When I was in the USAF a friend left his flashlight (standard Air Force green plastic) inside the sta
44 2H4 : I think he meant "quantity". Wow, cool story. Don't be stingy with the Blackbird stories!
45 Post contains images HAWK21M : But it sure can be a Engine startup item.You would want to know if you have oil before startup. On the topic of Finding items during checks.....On Ma
46 Post contains images KevinL1011 : Eeeew! That's what Darwin would say happens to bats with a hearing disability. Doesn't anybody look for FOD in the pushback area? I'd hate to suck so
47 474218 : Kevin, The original start carts used Buick engines (nail valve 425's) the later start carts used 454 Chevy's. They were maintained by the Aircraft Gr
48 HAWK21M : Thats Def done prior to Pushback. There have been a few sucessfull discoveries too,including a chock once. regds MEL.
49 SEPilot : I have only done walk-arounds on small aircraft; the primary things I look for are damage, leaks, and control continuity. I always look at the actual
50 alwaysontherun : Yep, there´s always worse!! Hahaha…… I don´t have much of an excuse though…………my "Remove before Flight" label is literally half a meter
51 bio15 : Agreed. On the "Preliminary Preflight Procedure" as per Boeing on the 737NG, Flight crews must ensure that oil quantity is sufficient. Nonetheless, t
52 ash1111 : I have never seen a pre-flight walk around done within Australia. Why is this?
53 HAWK21M : That could be deffered unless enroute weather conditions at destination airport forbid it. regds MEL.
54 bio15 : Yes, the No-Go decision was a maintenance call based also on available stock at the destination airport. The FCOM tells us that during the exterior i
55 HAWK21M : We have an SOP of 1/8th inch extension with Brakes applied....To avoid Brake Piston damage. regds MEL.
56 b78710 : thats quite a lot. we don't have any procedures like that, though i normally let them know in the office when one is getting close just so they can p
57 fr8mech : Wow, you're wasting a lot of brake there. Our thru-flights are flush and our weekly checks are 1/16".
58 HAWK21M : There were occassions of leaking piston seals contributed by worn brakes to flush in the past that warranted the SOP. regds MEL.
59 wn700driver : Or as I like to say, a credit card...
60 Chamonix : How was the #2 engine checked on tri-jets when doing a PFI?
61 jetstar : Not only is the preflight important, just being aware of everything around you is just as important as well One time on my first JetStar job, for a sh
62 Larshjort : Nice story. In 1971 a Paninternational Bac 1-11 crashed after takeoff due to jetfuel in the water tanks. /Lars
63 fr8mech : It isn't.
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