INSPECTION PROCEDURE PRIOR TO ENGINE RUN-UP

Initial run-up provides an assessment to the condition of the engine prior to performing
the inspection. The run-up should include full power and idle rpm, magneto operation,
including positive switch grounding, fuel mixture check, oil and fuel pressure, and
cylinder head and oil temperatures. After the engine run, check it for fuel, oil, and
hydraulic leaks.

Following the checklist, the entire aircraft shall be opened by removing all necessary
inspection plates, access doors, fairings, and cowling. The entire aircraft must then be
cleaned to uncover hidden cracks or defects that may have been missed because of the
dirt.

Following in order and using the checklist visually inspect each item, or perform the
checks or tests necessary to verify the condition of the component or system. Record
discrepancies when they are found. The entire aircraft should be inspected and a list of
discrepancies be presented to the owner.

A typical inspection following a checklist, on a small single-engine airplane may include

 The fuselage for damage, corrosion, and attachment of fittings, antennas, and lights;
for “smoking rivets” especially in the landing gear area indicating the possibility of
structural movement or hidden failure.
 The flight deck and cabin area for loose equipment that could foul the controls; seats
and seat belts for defects; windows and windshields for deterioration; instruments
for condition, markings, and operation; flight and engine controls for proper
operation.
 The engine and attached components for visual evidence of leaks; studs and nuts for
improper torque and obvious defects; engine mount and vibration dampeners for
cracks, deterioration, and looseness; engine controls for defects, operation, and
safetying; the internal engine for cylinder compression; spark plugs for operation; oil
screens and filters for metal particles or foreign matter; exhaust stacks and mufflers
for leaks, cracks, and missing hardware; cooling baffles for deterioration, damage,
and missing seals; and engine cowling for cracks and defects.
 The landing gear group for condition and attachment; shock absorbing devices for
leaks and fluid levels; retracting and locking mechanism for defects, damage, and
operation; hydraulic lines for leakage; electrical system for chafing and switches for
operation; wheels and bearings for condition; tires for wear and cuts; and brakes for
condition and adjustment.
 The wing and center section assembly for condition, skin deterioration, distortion,
structural failure, and attachment.
 The empennage assembly for condition, distortion, skin deterioration, evidence of
failure (smoking rivets), secure attachment, and component operation and
installation.
 The propeller group and system components for torque and proper safetying; the
propeller for nicks, cracks, and oil leaks; the anti-icing devices for defects and
operation; and the control mechanism for operation, mounting, and restricted
movement.
 The radios and electronic equipment for improper installation and mounting; wiring
and conduits for improper routing, insecure mounting, and obvious defects; bonding
and shielding for installation and condition; and all antennas for condition,
mounting, and operation. Additionally, if not already inspected and serviced, the
main battery inspected for condition, mounting, corrosion, and electrical charge.
 Any and all installed miscellaneous items and components that are not otherwise
covered by this listing for condition and operation.

With the aircraft inspection checklist completed, the list of discrepancies should be transferred
to the work order. As part of the annual and 100-hour inspections, the engine oil is drained and
replaced because new filters and/or clean screens have been installed in the engine. The
repairs are then completed and all fluid systems serviced.

Before approving the aircraft for return to service after the annual or 100-hour inspection, 14
CFR states that the engine must be run to determine satisfactory performance in accordance
with the manufacturers recommendations. The run must include:

 Power output (static and idle rpm)

After the run, the engine is inspected for fluid leaks and the oil level is checked a final time
before close up of the cowling.

With the aircraft inspection completed, all inspections plates, access doors, fairing and cowling
that were removed, must be reinstalled. It is a good practice to visually check inside the
inspection areas for tools, shop rags, etc., prior to close up. Using the checklist and discrepancy
list to review areas that were repaired will help ensure the aircraft is properly returned to
service.

Upon completion of the inspection, the records for each airframe, engine, propeller, and
appliance must be signed off. The record entry in accordance with 14 CFR part 43, section
43.11, must include the following information:

 The type inspection and a brief description of the extent of the inspection.
 The date of the inspection and aircraft total time in service.
 The signature, the certificate number, and kind of certificate held by the person
approving or disapproving for return to service the aircraft, airframe, aircraft engine,
propeller, appliance, component part, or portions thereof.
 For the annual and 100-hour inspection, if the aircraft is found to be airworthy and
approved for return to service, enter the following statement: “I certify that this aircraft
has been inspected in accordance with a (insert type) inspection and was determined to
be in airworthy condition.”
 If the aircraft is not approved for return to service because of necessary maintenance,
noncompliance with applicable specifications, airworthiness directives, or other
approved data, enter the following statement: “I certify that this aircraft has been
inspected in accordance with a (insert type) inspection and a list of discrepancies and
unairworthy items has been provided to the aircraft owner or operator.”