Tips and tricks from our readers inspired by accidents and incidents

The NTSB Accident Reports and Aviation Safety Reporting System reports, posted first thing each weekday morning, are among our most read stories.

Pilots truly do want to learn from the mistakes of others — and once they learn a tip or trick, they want to share it with other pilots.

Here are a few tips and tricks inspired by recent accident reports so you, too, can benefit from our readers’s experiences:

Re: The ASRS Report, “Gas cap flies off during takeoff,” Mac says: I was interrupted during pre-flight when checking the oil level. I forgot to secure the oil access door. I saw it flapping during the takeoff roll. I had plenty of time to stop. Now, I had to taxi to the end, shut down the engine, secure the door, re-start, taxi to the departure end and takeoff. All this because of a distraction. Now I have a sterile hangar for my pre-flight.

Re: The NTSB Accident Report, “Drunk pilot forgets to extend landing gear,” PB says: It’s worth taking a flight as a passenger after consuming alcohol and experiencing the affects.

At altitude (say, cabin altitude of 7,000 feet to 10,000 feet) one drink of alcohol is equivalent to two drinks on the ground.

I’ve done this (as a passenger) and my coordination was fuzzy and I was easily confused. I listened to ATC clearances and instantly forgot them.

It’s worth the experiment – give it a try sometime.

Re: The NTSB Accident Report, “Passenger struck by propeller while attempting to move wheel chocks,” Dale Weir says: I make it a habit to do a last minute walk around before entering the aircraft. Checking fuel caps, access panels, chocks, obstructions, spectators, etc, etc…Passenger briefing is also on the check list, prior to engine start.

Jimmy adds: In my almost 40-plus years of being a pilot I have made many a mistake, a couple that could have planted me in a wooden box in the ground, especially early on. I have even driven an automobile on an airport and come face to face with a spinning prop for having not paid attention. That will not ever happen again and I drive like a grandma practically coming to a full stop before turning in the T-Hangar area.

That being said, when I walk up to an aircraft on the ramp, whether first flight of the day or just a quick turn refueling, I am automatically scanning the aircraft and area from 100 yards out. It has become so common it verges on subconscious. And we all start to do this as we make it past the first few hundred hours.

When I hear of pilots dragging a chunk of concrete tie-down on their tail, pouring on the power to try to intentionally jump a chock, or even taking off with gust locks still on, I can’t help but wonder if perhaps they have the right type of personality to be flying. We all know folks who may not approach flying with the same detail or situational awareness that we might strive for ourselves.

But if nothing else these unfortunate reports from the field can help check any complacency that has worked its way into our routine.

And George Kern says: Deplaning while the prop is spinning is not wise. I have forgotten the nose chock maybe three times in 34 years and when I realized it, I powered up out of it. I was a bit embarrassed if somebody was watching, but I still have all my extremities intact. The other solution is shut down, pull chock, and start over.

Re: The NTSB Accident Report, “Fuel exhaustion, failure to follow emergency checklist lands plane in a ditch,” Bartr says: Engine failure drill, commit to memory: Throttle full open, mixture rich, boost pump on (if equipped), switch tanks.

If you fly an airplane with a BOTH position on the fuel selector you can delete the final item and maybe the last two.

But the key to not running out of fuel is to make sure you have enough to start with and that you know which tank it’s in when you need it. That’s the planning part you do when you’re not freaking out because the engine just quit.

But Warren Webb disagrees: The sequence is to switch tanks first, then turn on the fuel pump. Activating the pump first when on a dry tank pulling more air into the engine could make things worse.

Engine power can also be lost up high if the pilot forgets to lean, in which case power is restored by leaning, not enriching.

Re: The NTSB Accident Report, “Failure to use checklist leads to accident,” Jerry King says: I may be a bit anal, but in addition to my PREFLIGHT checklist, I also have a SHUT-DOWN checklist to ensure everything is where it is supposed to be and install covers, etc. This helps to ensure NO SURPRISES.

Both checklists are tailored to my specific aircraft and laminated back-to-back.

Dan adds: CIGARTIPPS

• Controls: Free and clear
• Instruments: In green and set
• Gas: Fuller tank
• Altimeter: Set
• Radios: Check/recheck/ATIS (hear) and com
• Transponder: Set
• Trim: Takeoff
• Ignition: Mags/carb heat
• Prop: Full takeoff power set
• Pump: Fuel pump on
• Seatbelts: Secure
• Runway: Clear

Hhmmm, did I forget one? Do it again!