A pre-flight check of flight instruments, avionics and navigation equipment is a must for IFR flights --- those tasks even have their own Area of Operation in the Instrument PTS. While there's less emphasis placed on these tasks at the primary (Private Pilot) level, there's no reason you can't raise your standards and conduct pre-flight cockpit checks at a higher, Instrument-pilot level, especially if you ever plan on getting an Instrument rating.

First, use the manufacturer's checklist. I'm not going to get into a circular argument with you about whether third-party products like Checkmate, SureCheck or Qref are legal or acceptable. Yes, they are generally prettier and more nicely printed than the Cessna POH from 37-years ago, but I prefer to just go with the manufacturer's procedures (with alterations applied to reflect modifications in equipment and rules, such as “transponder on ALT”, “anti-collision lights ON”, etc.). 

Next, you must know the equipment on your airplane. Before flying any airplane, you should know how the fuel system works (switching fuel tanks, how many and what type of fuel pump(s), priming, etc.), the static system (how many ports and where, is there an alternate static port), familiarization with the electrical bus and the antennas on the airplane (if you know all these, you're among perhaps the top 5% of Private Pilots).

Here's an overview of items you should check, in addition to the usual pre-flight of engine, airframe, fuel, and systems.

BEFORE ENGINE START - Altimeter (ALT) - Check maintenance logbook for static system and altimeter check within 24 months (FAR 91.411) Check that static ports are open and clear. Set to current reported altimeter setting. If difference between Altimeter indication and field elevation is greater than 75 feet, the Altimeter needs evaluation and repair.

Check all NAV, COMM, GPS, DME, MB, Transponder antennae for integrity. The transponder antenna on the belly of one airplane I used to train in was knocked loose when the airplane had been washed earlier in the day. This is something that would be nice to know before you go traipsing off into the Class Bravo.

Confirm pitot heat is working. Turn it on and touch it; it's really the only way to know.

Outside air temperature (OAT) - Note correct indication.

Clock - Set correct time, confirm it's operating.

Check electric fuel pump prior to engine start (you won't be able to hear it after engine start).

OVERALL - COMM - Use all radios preflight. Call Ground/Clearance Delivery and Tower on separate radios (don't trust that just because you can hear ATIS on a radio, that it will also transmit properly). Most COMM radios use discrete antennas, so an antenna or cabling issue might affect one radio but not the other. Request "radio check" if necessary. Transponder should be on "ALT" prior to taxi.

NAV - Verify  VOR accuracy check within 30 days prior to IFR flight. KSEE ground check VOT frequency is 110.0 Remember “182”; you want to see 180°/To (360°/From) indications. Record place, amount of error, date & sign (PADS) somewhere in the airplane (doesn't need to be in a logbook or aircraft records). No-go IFR if error is greater than 4°, unless you have WAAS GPS for primary NAV.

DME - Check ON, test annunciation, note distance from VOR/DME if available.

ILS - If LOC on field, then tune, identify, note correct indication.

MB - Push button or toggle switch to check indicator lights.

ADF - If NDB is receivable, then tune, identify, note correct indication.

GPS - Confirm IFR approved, certified, follow appropriate start-up and self-test procedures, check RAIM availability.

BEFORE TAXI - Verbalize the 3-digit heading indicated by the Magnetic Compass and enter that into Heading Indicator (be aware of reversed display between Compass and HI). Because the magnets are on the back side of the compass, and you're reading from the opposite side, compass headings go from high to low (left to right), while the HI readings go low to high (left to right).  This trips up many beginning students and more than a few pilots working on their instrument rating (who looks at the compass after their Private check ride?)

Bug the runway you'll be taxiing to in the HI. While this may seem unnecessary at your 'home' airport, you want to begin to build consistent habits and routines that you'll automatically utilize at unfamiliar airports. This will help you with situational awareness on the ground at other airports, as you can now “taxi to the tail” of your departure runway.

DURING TAXI - Magnetic compass – Should be filled with fluid and not leaking. It should move freely, correctly indicating known headings (taxiways, runways).

Heading indicator (HI) - Check suction gauge pressure. Allow 5 minutes for gyro to attain normal operating speed (3 minutes for electric instrument). Verify with magnetic compass heading before taxi. Note correct indications on known headings during taxi.

Attitude indicator (AI) - Allow 5 minutes for gyro to get up to speed. Note horizon bar aligned correctly, stops vibrating. Adjust miniature airplane to horizon bar. It's unreliable if 1) Horizon bar fails to remain horizontal during straight ahead taxi, or, 2) Banks more than 5° during taxi turns.

Turn Coordinator (TC) - During taxi turns, indicates turn in proper direction, ball moves freely to outside of turn (skidding). During straight taxi, miniature airplane should remain level.

RUN-UP AREA - Scan the 6-pack of instruments, from left to right, top to bottom:

1. •Airspeed indicator (ASI) at zero;
   

2. •Attitude Indicator (AI) on the horizon;
   

3. •Altimeter, check both hands, indicates field elevation +/- 75';
   

4. •Turn Coordinator (TC), no flag, wings level, ball centered;
   

5. •Heading indicator (HI), correlates to Magnetic Compass;
   

6. •Vertical-speed indicator (VSI) - Note/set level indication.
   

Check engine, electrical and suction gauges, per checklist.

TAKEOFF ROLL - Confirm runway with HI and Magnetic Compass. Verify full power (Tachometer/Manifold Pressure), Airspeed indicator alive/increasing rate during initial takeoff roll.

If you perform these simple instrument and equipment checks prior to every flight you can take to the air knowing that at least you have a benchmark of how well components in the cockpit were performing at the start of your flight. And don't forget to make a quick check  of instruments and equipment after your flight --- that too is a task in the Instrument PTS (Area of Operation VIII) --- but I'll save that for another article.

© Garry Wing 2016