Wear and tear is part of aviation. From light sport aircraft to heavy transports, equipment and components wear over time and sometimes fail unexpectedly. How you communicate this information with mechanics significantly affects the time and cost to get the airplane up and running. Keep these tips in mind the next time you report a discrepancy.
On the Ground
The aircraft POH preflight procedure outlines a systematic procedure for checking systems and equipment before flight. Often times you find something usual that may be a problem, or may not. In these cases it is always a good idea to seek additional guidance from a more experienced pilot, CFI or best, a mechanic. Refer to our blog post on Inoperative Equipment and review how to make an airworthiness decision.
In the Air
Once in flight abnormal indications must be addressed using checklist procedures and systems knowledge to determine if the aircraft is safe for continued flight or a diversion. Sometimes the problem can be corrected using the aircraft abnormal/emergency checklist, especially if the problem was caused by operator error. If the problem persists, you as Pilot in Command are responsible for determining the best course of action based on the information available. Be sure to note as much information as possible so you can provide accurate data to the mechanics and get to the source of the problem.
Report the Indications, Not the Problem
As pilots it is easy to diagnose the problem and tell a mechanic with certainty what is wrong. Sometimes the problem is obvious but often the cause it not so clear. Modern aircraft, even light sport airplanes, are very complicated machines with interconnected sensors, relays and indicators. Write up the discrepancy with as much DATA as possible and save the conjecture for a bet with a friend. Pictures are worth a thousand words so if possible, snap a couple of photos of the indications to include with the write-up.
Here are examples of poor and good write-ups:
Poor: Autopilot does not work.
Good: Autopilot tested normal before takeoff using recommended procedure. While intercepting localizer course at a 30-degree angle in heading mode with the nav armed, the airplane turned at a 20 degree angle of bank away from the localizer course. Heading bug was not changed during deviation. Autopilot did same thing when intercepting VOR radial, also intercepting at a 40-degree angle. No error annunciators shown.
Poor: Flight Display flickers after takeoff.
Good: After takeoff climbing through 400 feet at 70 knots; airspeed, altitude and rate of climb information replaced with red X's. Upon reaching safe altitude referenced abnormal checklist and reset circuit breaker per procedure. X's disappeared and continued working normally for remainder of flight.
Poor: Oil pressure gauge broken.
Good: Engine indications normal during start and run-up. Shortly after takeoff oil pressure began slowly decreasing and annunciator illuminated. Flew normal pattern for return to field during which all other indications including oil temperature remained normal. After parking the oil quantity indicated 6 quarts (same as on preflight) and there were no obvious leaks in or around the engine cowl.
Last thing to remember is ALWAYS FLY THE AIRPLANE. Do not let yourself become distracted by abnormal issues that you lose situational awareness or control. Enlist passengers to assist with checklists and troubleshooting but no matter what the problem - flying the airplane always comes first!
