A detailed Daily Inspection should be done on every aircraft before it is flown each day. Use of checklists is appropriate so that nothing is omitted. Reporting should be centralized with an inspection log and a mechanism for communicating details to maintenance personnel. Minor problems that can be repaired later should just be noted in a daily inspection log. On the other hand, those problems that make an aircraft not airworthy should result in some system to tag the problem. It should be obvious that the aircraft should not be flown until the problem is resolved. One common method is to put a red tag on the control column with written note on the problem. A second red tag is placed prominently at the flight operations centre, and a central maintenance log is filled out with details. The red tags are re-moved only when the maintenance log is updated by maintenance personnel authorized to do so. An aircraft should never be brought on to the flight line before the Daily inspection is complete. Inspecting the aircraft, and then reviewing the Daily inspection booklet for any snags from previous inspections is the best approach. The inspection log should not be read first, as it should only be used to check what might have been missed. If the log is read first, the tendency will be to find only what’s written there. The aim is to make a fresh inspection each time. Inspections should start as the aircraft is approached, as this is the best point to check the overall rigging of the aircraft. The nspection should begin from the same part of the aircraft, proceed in the same direction about the aircraft each time they are done, and end up where they begin. If the inspection is disrupted it should be backed up at least one step from the point of disruption before beginning again. Any aircraft that has landed heavily or sustains other damage should be inspected thoroughly immediately after the incident. Aircraft returning from off field landings or that have been re-rigged should be inspected as well. When rigging a sailplane, a licenced pilot, other than the person who has done the rigging, should erform the inspection. Positive control checks should be included in these procedures.
Sample Daily Inspection Checklist
Use of checklists is appropriate so that nothing is omitted. Reporting should be centralized with an inspection log and a mechanism for communicating details to maintenance personnel. Minor problems that can be repaired later should just be noted in a daily inspection log. On the other hand, those problems that make an aircraft not airworthy should result in some system to tag the problem. It should be obvious that the aircraft should not be flown until the problem is resolved. One common method is to put a red tag on the control column with written note on the problem. A second red tag is placed prominently at the flight operations centre, and a central maintenance log is filled out with details. The red tags are re-moved only when the maintenance log is updated by maintenance personnel authorized to do so. An aircraft should never be brought on to the flight line before the Daily inspection is complete. Inspecting the aircraft, and then reviewing the for any snags from previous inspections is the best approach. The inspection log should not be read first, as it should only be used to check what might have been missed. If the log is read first, the tendency will be to find only what’s written there. The aim is to make a fresh inspection each time. Inspections should start as the aircraft is approached, as this is the best point to check the overall rigging of the aircraft. The nspection should begin from the same part of the aircraft, proceed in the same direction about the aircraft each time they are done, and end up where they begin. If the inspection is disrupted it should be backed up at least one step from the point of disruption before beginning again. Any aircraft that has landed heavily or sustains other damage should be inspected thoroughly immediately after the incident. Aircraft returning from off field landings or that have been re-rigged should be inspected as well. When rigging a sailplane, a licenced pilot, other than the person who has done the rigging, should erform the inspection. should be included in these procedures.
- Cockpit: Controls connected and move properly through full range. Instruments secure and operational. Cockpit secure. Seats and attachments secure. Seat belts anchored and functional. Canopy attached, free of defects, and clean.
- Starboard Fuselage Forward: Free of tears and no signs of internal damage.
- Starboard Wing: All points of attachment secured properly. No signs of significant damage. Properly attached to fuselage. Control surfaces move properly and hinges are free to move.
- Starboard Fuselage Aft: Free of tears and no signs of internal damage.
- Tail Section: Horizontal and vertical stabilizers secure. Elevator and rudder move properly and attachments have correct safeties. Tail wheel or skid in good condition and attached properly.
- Port Fuselage Aft: Free of tears and no signs of internal damage.
- Port Wing: All points of attachment secured properly. No signs of significant damage. Properly attached to fuselage. Control surfaces move properly nd hinges are free to move.
- Port Fuselage Forward: Free of tears and no signs of internal damage.
- Undercarriage: Attached properly and wheel and tire inflated properly and in good condition.
- Skid: Attached and in good condition.
- Pitot and static ports: Attached properly and clear.