AFH 2-10

The best preventive measure is to minimize the opportunity for water to condense in the tanks. If possible, the fuel tanks should be completely filled with the proper grade of fuel after each flight, or at least filled after the last flight of the day. The more fuel that is in the tanks, the less room there is for condensation to occur. Keeping fuel tanks filled is also the best way to slow the aging of rubber fuel tanks and tank sealant. Sufficient fuel should be drained from the fuel strainer quick drain and from each fuel tank sump to check for fuel grade/color, water, dirt, and odor. If water is present, it is usually in bubble or bead-like droplets, different in color (usually clear, sometimes muddy yellow to brown with specks of dirt), in the bottom of the sample jar. In extreme water contamination cases, consider the possibility that the entire fuel sample, particularly if a small sample was taken, is water. If water is found in the first fuel sample, continue sampling until no water and contamination appears. Significant and/or consistent water, sediment or contaminations are grounds for further investigation by qualified maintenance personnel. Each fuel tank sump should be drained during preflight and after refueling. The order of sumping the fuel system is often very important. Check the AFM/POH for specific procedures and order to be followed. Checking the fuel tank vent is an important part of a preflight assessment. If outside air is unable to enter the tank as fuel is drawn into the engine, the eventual result is fuel starvation and engine failure. During the preflight assessment, the pilot should look for signs of vent damage and blockage. Some airplanes utilize vented fuel caps, fuel vent tubes, or recessed areas under the wings where vents are located. The pilot should use a flashlight to look at the fuel vent to ensure that it is free from damage and clear of obstructions. If there is a rush of air when the fuel tank cap is cracked, there could be a serious problem with the vent system. Aviation oils are available in various single/multi-grades and mineral/synthetic-based formulations. It is important to use the approved and recommended oil for the engine at all times. The oil not only acts as a lubricant but also as a medium to transfer heat as a result of engine operation and to suspend dirt, combustion byproducts, and wear particles between oil changes. Therefore, the proper level of oil is required to ensure lubrication, effective heat transfer, and the suspension of various contaminants. The oil level should be checked during each preflight, rechecked with each refueling, and maintained to prevent the oil level from falling below the minimum required during engine operation. During the preflight assessment, if the engine is cold, oil levels on the oil dipstick show higher levels than if the engine was warm and recently shutdown after a flight. When removing the oil dipstick, care should be taken to keep the dipstick from coming in contact with dirty or grimy areas. The dipstick should be inspected to verify the oil level. Typically, piston airplane engines have oil reservoirs with capacities between four and eight quarts, with six quarts being common. Aside from the level of oil, the oil’s color also provides an insight as to its operating condition. Oils darken in color as the oil operating hours increase—this is common and expected as the oil traps contaminants. However, oils that rapidly darken in the first few hours of use after an oil change may indicate engine cylinder problems. Piston airplane engines consume a small amount of oil during normal operation. The amount of consumption varies on many factors; however, if consumption increases or suddenly changes, qualified maintenance personnel should investigate It is suggested that the critical aspect of fuel and oil not be left to line service personnel without oversight of the pilot responsible for flight. While line personnel are aviation professionals, the pilot is responsible for the safe outcome of any flight. During refueling or when oil is added to an engine, the pilot should monitor and ensure that the correct quantity, quality, and grade of fuel and oil is added and that all fuel and oil caps have been securely replaced. Landing Gear, Tires, and Brakes The landing gear, tires, and brakes allow the airplane to maneuver from and return to the ramp, taxiway, and runway environment in a precise and controlled manner. The landing gear, tires, and brakes should be inspected to ensure that the airplane can be positively controlled on the ground. Landing gear on airplanes varies from simple fixed gear to complex retractable gear systems. Fixed landing gear is a gear system in which the landing gear struts, tires, and brakes are exposed and lend themselves to relatively simple inspection. However, more complex airplanes may have retractable landing gear with multiple tires per landing gear strut, landing gear doors, over-center locks, springs, and electrical squat switches. Regardless of the system, the pilot should follow the AFM/POH during inspection to determine that the landing gear is ready for operation. On many fixed-gear airplanes, inspection of the landing gear system can be hindered by wheel pants, which are covers used to reduce aerodynamic drag. It is still the pilot’s responsibility to inspect the airplane properly. A flashlight helps the pilot in peering into covered areas. On low-wing airplanes, covered or retraceable landing gear presents additional effort required to crouch below the wing to inspect the landing gear properly. The following provides guidelines for inspecting the landing gear system; however, the AFM/POH should be the pilot’s reference for the appropriate procedures.