William Holiday
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How To Pre-flight A Flops B.j.
- Thread starter William Holiday
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WabiSabi
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- May 30, 2006
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power lever gators (the rubber that keeps stuff from falling into the pedastal) needs to be intact and not worn or the airplane is down.
bonding cables under the spoilerons
top of brake calipers for leaks
plastic conduits for wires for the main gear for fraying and damage
hydraulic lines that go into the pressure switches below the reservoir (mx might try to get you to leave a rag in there for the next flight to check for drips. this is unsafe and illegal) don't even reach in to wipe them (I can't reach them anyway and I have slender long arms)
missing rings/washers on the air stairs.
push engine fire switches to see if the respective h/v and f/v valves close and check to see if the fire bottles go into arm mode (this isn't on the checklist (be careful to not blow the bottles!))
nose wheel steering pin for a frayed cable (hazard as it might cut your fingers)(puncture wounds by sharp metal are especially prone to infection)
pitot tubes for worn coating
elevator horn coating (check with control lock installed for more thorough viewing)
door seal channel for damage from door pins
move all pax seats for free movement and locking (check for shoulder harness placards, including the lav seat)
don't let them MEL both EFB's under the guise that you can have charts faxed as GOM, SOP's etc are required to be on board
all placards (exterior and interior) installed and readable
if Michelins are installed instead of Goodyears, check sidewalls for wear as they are slightly wider and often rub while spinning down in the wells shortly after gear retraction
seat belt extender placards for compatibility with seat belt systems with shoulder harnesses
O2 mask microphone function
Let's keep this going!
bonding cables under the spoilerons
top of brake calipers for leaks
plastic conduits for wires for the main gear for fraying and damage
hydraulic lines that go into the pressure switches below the reservoir (mx might try to get you to leave a rag in there for the next flight to check for drips. this is unsafe and illegal) don't even reach in to wipe them (I can't reach them anyway and I have slender long arms)
missing rings/washers on the air stairs.
push engine fire switches to see if the respective h/v and f/v valves close and check to see if the fire bottles go into arm mode (this isn't on the checklist (be careful to not blow the bottles!))
nose wheel steering pin for a frayed cable (hazard as it might cut your fingers)(puncture wounds by sharp metal are especially prone to infection)
pitot tubes for worn coating
elevator horn coating (check with control lock installed for more thorough viewing)
door seal channel for damage from door pins
move all pax seats for free movement and locking (check for shoulder harness placards, including the lav seat)
don't let them MEL both EFB's under the guise that you can have charts faxed as GOM, SOP's etc are required to be on board
all placards (exterior and interior) installed and readable
if Michelins are installed instead of Goodyears, check sidewalls for wear as they are slightly wider and often rub while spinning down in the wells shortly after gear retraction
seat belt extender placards for compatibility with seat belt systems with shoulder harnesses
O2 mask microphone function
Let's keep this going!
Last edited:
guido411
ShesGoneFromSucktoBLOW!!
- Joined
- Mar 25, 2004
- Posts
- 399
What's the deal, trying to get some FBO standby time?:beer:
Missing placards (interior and exterior).
Unreadable placards.
Missing stair hardware.
Small cracks on engine lip (rare).
Recent chips in fan blades.
Missing engine cowling/TR stang hardware.
Leaking hydraulic pressure switches under resevoir.
Abnormal tire wear (sidewalls) on Michelin tires.
Accumulator window too hazed to see through.
Broken safety wire on emer gear/door/brake handle.
Wrong KIND of safety wire on prior.
Burned out fuel/hyd shutoff valve lights.
Takeoff pitch trim horn doesn't sound if trim is SLIGHTLY out of the green.
Takeoff pitch trim horn does sound if trim is BARELY within green.
Aileron trims run at different speeds.
One aileron trim hesitates partway through full range.
O2 mask smoke clearing device broken.
O2 mask weak pressure for inflating halo.
O2 mask does not stay in cradle.
O2 mask mic inop.
Smoke goggles too scratched/dirty to see safely.
Smoke goggles cover(s) missing/damaged.
Any one of these will ground a Beechjet. Happy pre-flighting.
Missing placards (interior and exterior).
Unreadable placards.
Missing stair hardware.
Small cracks on engine lip (rare).
Recent chips in fan blades.
Missing engine cowling/TR stang hardware.
Leaking hydraulic pressure switches under resevoir.
Abnormal tire wear (sidewalls) on Michelin tires.
Accumulator window too hazed to see through.
Broken safety wire on emer gear/door/brake handle.
Wrong KIND of safety wire on prior.
Burned out fuel/hyd shutoff valve lights.
Takeoff pitch trim horn doesn't sound if trim is SLIGHTLY out of the green.
Takeoff pitch trim horn does sound if trim is BARELY within green.
Aileron trims run at different speeds.
One aileron trim hesitates partway through full range.
O2 mask smoke clearing device broken.
O2 mask weak pressure for inflating halo.
O2 mask does not stay in cradle.
O2 mask mic inop.
Smoke goggles too scratched/dirty to see safely.
Smoke goggles cover(s) missing/damaged.
Any one of these will ground a Beechjet. Happy pre-flighting.
Last edited:
willNOTfly4free
Well-known member
- Joined
- Apr 12, 2006
- Posts
- 353
Wow, great tips ↑↑↑
Wing anti-ice air exhaust port is clear
Check for slippage on the engine inlet screws
Static and pitot drains are closed
Fire extinguisher properly charged
Bonding cable connects lower baggage door w/ fuselage intact
Cockpit trim indicator agrees w/ trim position marking on vertical stab.
Cracked static wicks can be hard to spot without a gentle tug
Drain holes under horizontal stab are clear
Non-LED rear nav lights have a short lifespan
How does one check the bonding cables under the spoilerons if performing a solo preflight?
Wing anti-ice air exhaust port is clear
Check for slippage on the engine inlet screws
Static and pitot drains are closed
Fire extinguisher properly charged
Bonding cable connects lower baggage door w/ fuselage intact
Cockpit trim indicator agrees w/ trim position marking on vertical stab.
Cracked static wicks can be hard to spot without a gentle tug
Drain holes under horizontal stab are clear
Non-LED rear nav lights have a short lifespan
How does one check the bonding cables under the spoilerons if performing a solo preflight?
Bonding straps
To check the spoiler bonding straps you can either spin an engine and deploy the speed brakes once you have hydro pressure. Or you can seat belt the yoke to the left/right and check them that way. Don't forget the bonding staps on the gear and on the rudder. Happy safe flying.
To check the spoiler bonding straps you can either spin an engine and deploy the speed brakes once you have hydro pressure. Or you can seat belt the yoke to the left/right and check them that way. Don't forget the bonding staps on the gear and on the rudder. Happy safe flying.
milehigh6080
working again, for now.
- Joined
- Apr 11, 2004
- Posts
- 186
HOLY CRAP! I just looked at my Beechjet and it doesn't even have ailerons, let alone aileron trim, I guess we're down for a while!
(Hope this didn't sound too snarky, just havin' fun with ya)
Tanker1497
Active member
- Joined
- Jul 30, 2007
- Posts
- 36
All of you ground preflight type folks...
Let's not forget about the airborne regime. This is only a couple, but I'm sure my memory will scratch up a few more as the peak travel season approaches...
Nose wheel vibration upon gear retraction is fairly common in the beechjet.
As our "new" beechjets get up to 6 and 7 thousand hours flight time, the EFC's often drop off line during flight.
Flap buzz is a real bugger in the beechjet, sometimes it happens on the climbout, but often I find it occurs during letdown.
Many times, due to the high quality interiors that are installed in Mexico, the quality of the carpeting is less than ideal. Because of this, the outflow valves often get filled up with foreign debris at an alarming rate. This will cause the cabin to bump uncomfortably during letdown, especially during large power changes.
Like I said, this is just a few, I will go over my notes and post some more at a later date!
Let's not forget about the airborne regime. This is only a couple, but I'm sure my memory will scratch up a few more as the peak travel season approaches...
Nose wheel vibration upon gear retraction is fairly common in the beechjet.
As our "new" beechjets get up to 6 and 7 thousand hours flight time, the EFC's often drop off line during flight.
Flap buzz is a real bugger in the beechjet, sometimes it happens on the climbout, but often I find it occurs during letdown.
Many times, due to the high quality interiors that are installed in Mexico, the quality of the carpeting is less than ideal. Because of this, the outflow valves often get filled up with foreign debris at an alarming rate. This will cause the cabin to bump uncomfortably during letdown, especially during large power changes.
Like I said, this is just a few, I will go over my notes and post some more at a later date!
In flight
Because you know all of our expertise factory trained mx technitions still pay fanatical attention to detail, don't forget the two degree's of roll per second when selecting flaps 10. I always prefer to hand fly it and have it trimmed out just to check. Also talking to a good friend at faa who is a mx inspector. He's pretty sure the safety wire in the airstairs and the home fabricated cable on the gear pin aren't going to fly. You can't just refabricate factory parts without a supplemental type certificate or parts manufacturing approval. Oh yeah, and I hope tsa doesn't confiscate my snap on high pressure guage so I can check the tire pressures, as most tires look flat already. More to come, stay tuned. Fly safe, Michaels counting on you making safety our Number 1 priority.
Because you know all of our expertise factory trained mx technitions still pay fanatical attention to detail, don't forget the two degree's of roll per second when selecting flaps 10. I always prefer to hand fly it and have it trimmed out just to check. Also talking to a good friend at faa who is a mx inspector. He's pretty sure the safety wire in the airstairs and the home fabricated cable on the gear pin aren't going to fly. You can't just refabricate factory parts without a supplemental type certificate or parts manufacturing approval. Oh yeah, and I hope tsa doesn't confiscate my snap on high pressure guage so I can check the tire pressures, as most tires look flat already. More to come, stay tuned. Fly safe, Michaels counting on you making safety our Number 1 priority.
Last edited:
Tanker1497
Active member
- Joined
- Jul 30, 2007
- Posts
- 36
To all concerned...
I am of the opinion that this thread is an invaluable tool to any and all that fly the beechjet. As Flight Options has the largest fleet of beechjets in the world, I wonder if there is a way that we could make this invaluable information available to all of the pilots at that company who operate the beechjet? This would be very useful information for the pilots to have at their disposal. Just a thought...
I am of the opinion that this thread is an invaluable tool to any and all that fly the beechjet. As Flight Options has the largest fleet of beechjets in the world, I wonder if there is a way that we could make this invaluable information available to all of the pilots at that company who operate the beechjet? This would be very useful information for the pilots to have at their disposal. Just a thought...
guido411
ShesGoneFromSucktoBLOW!!
- Joined
- Mar 25, 2004
- Posts
- 399
HOLY CRAP! I just looked at my Beechjet and it doesn't even have ailerons, let alone aileron trim, I guess we're down for a while!
(Hope this didn't sound too snarky, just havin' fun with ya)
As Carlos Mencia would say. . .dee dee dee!!!!! :0
I really should quit drinking so early in the morining.
Don't forget the lights
No not the ones in Cleveland that will soon be going out, the emergency lights in the door. Can't mdl that one. I always sump the tanks everyday too so if I do have a double engine flameout my family can sue if our outcome is not as fortunate as the previous two. Often times the sumps will be leaking, drip,drip, drip. And always check the lav and make sure it is operational first preflight of the week to prepare for the sh$tstorm headed your way for the week.
No not the ones in Cleveland that will soon be going out, the emergency lights in the door. Can't mdl that one. I always sump the tanks everyday too so if I do have a double engine flameout my family can sue if our outcome is not as fortunate as the previous two. Often times the sumps will be leaking, drip,drip, drip. And always check the lav and make sure it is operational first preflight of the week to prepare for the sh$tstorm headed your way for the week.
Last edited:
dash_trash
Well-known member
- Joined
- Feb 23, 2005
- Posts
- 173
A personal favorite ... missing LED's on the clocks. You'd be surprised how many planes have both clocks broken ... naughty, naughty, no IFR!
Also, check the knife valve on the crapper. It is MEL-able, but a real live mechanic must come out and disconnect the electrical. Can be a real problem out on the back 40.
Missing screws around the access panels ... found one plane missing 28!!!
Orange color coming through the paint around a screw or rivet ... must be corrosion, and that is BAD for airplanes.
Cracks around the TR's. Use the breaks more and you won't have to worry about it. :laugh:
Feed back from the hand held mikes.
More to follow ....
Also, check the knife valve on the crapper. It is MEL-able, but a real live mechanic must come out and disconnect the electrical. Can be a real problem out on the back 40.
Missing screws around the access panels ... found one plane missing 28!!!
Orange color coming through the paint around a screw or rivet ... must be corrosion, and that is BAD for airplanes.
Cracks around the TR's. Use the breaks more and you won't have to worry about it. :laugh:
Feed back from the hand held mikes.
More to follow ....
TurboHonda
Well-known member
- Joined
- Jan 23, 2004
- Posts
- 167
Here's a serious one
I've had the pilot seat belt come off in my hand.
It's held by what looks like a simple stove bolt. Imagine how secure it was on the previous flight, when it was hanging by a few threads.
Can a pilot fix it? I doubt it. No tools or torque setting info. Not only is it a grounding item, it is a crappy design.
Check this one close. Your family will thank you.
I've had the pilot seat belt come off in my hand.
It's held by what looks like a simple stove bolt. Imagine how secure it was on the previous flight, when it was hanging by a few threads.
Can a pilot fix it? I doubt it. No tools or torque setting info. Not only is it a grounding item, it is a crappy design.
Check this one close. Your family will thank you.
dash_trash
Well-known member
- Joined
- Feb 23, 2005
- Posts
- 173
sweeet
Cracks around the TR's. Use the breaks more and you won't have to worry about it. :laugh:
You're killing me DASH, I needed a good laugh. I remember when I used to never touch the brakes before turning off the runway. Just giving em more money to fight us.
Who ever coined the phrase steal a dollar from a pilot and he'll cost you ten hit the nail right on the head!
Cracks around the TR's. Use the breaks more and you won't have to worry about it. :laugh:
You're killing me DASH, I needed a good laugh. I remember when I used to never touch the brakes before turning off the runway. Just giving em more money to fight us.
Who ever coined the phrase steal a dollar from a pilot and he'll cost you ten hit the nail right on the head!
FracMonkey
Well-known member
- Joined
- Aug 2, 2007
- Posts
- 49
dash_trash
Well-known member
- Joined
- Feb 23, 2005
- Posts
- 173
A Few more
Engage the autopilot prior to doing the stall test. When the stick shaker comes on, it MUST also disconnect the autopilot.
Run your elevator trim full down and full up. If the needle pass the RED limit marks ... broke.
On battery power only, run your rudder trim from full right to left or visa versa. The rudder must have full travel in less than 64 seconds per the mx manual.
When selecting flaps 30, be sure they indicate 30, not 29 not 31 ... can you tell me what REF is for a flaps 29 or 31 approach, didn't think so.
More to follow
Engage the autopilot prior to doing the stall test. When the stick shaker comes on, it MUST also disconnect the autopilot.
Run your elevator trim full down and full up. If the needle pass the RED limit marks ... broke.
On battery power only, run your rudder trim from full right to left or visa versa. The rudder must have full travel in less than 64 seconds per the mx manual.
When selecting flaps 30, be sure they indicate 30, not 29 not 31 ... can you tell me what REF is for a flaps 29 or 31 approach, didn't think so.
More to follow
208starcheck
Well-known member
- Joined
- Jan 9, 2003
- Posts
- 232
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