Don’t Get Stuck—Avoiding Breakdowns and Delays

Many of us have had the unpleasant experience of having a mechanical breakdown or other delay situations that were costly in both time and treasure.  I certainly have.  Here are some tips that I have garnered from my own and other’s experiences that may help avoid these frustrating occurrences.

I try to plan fuel stops and destinations that have aircraft maintenance available.  Making a fuel stop that has cheap gas and no maintenance may be penny wise and pound foolish if, after landing, a problem develops that precludes taking off again such as a flat tire or strut.  Bringing in an offsite mechanic with tools and spare parts will be time consuming and very costly.

I try to call ahead when planning a fuel stop at smaller airports to make sure fuel is available, especially on Sundays and land with enough fuel to get to another airport with fuel services.  Airports with both fuel truck delivery and self service fuel are the best choice if one or the other breaks down, fuel is still available.  I carry at least two brands of credit cards, a check and sufficient cash in case the internet goes down.

I try to call ahead when planning a fuel stop at smaller airports to make sure fuel is available, especially on Sundays.

Flat tires are one of the most common causes for getting stuck.

Flat tires are one of the most common causes for getting stuck.  I keep the heels on the floorboards, feet off the brakes and avoid aggressive braking during the initial roll out to avoid blowouts and a flat tire.  Insuring tires are properly inflated and avoiding sharp taxi turns will reduce stress on the tires and tubes.  We use quality “low air loss” tubes to aid in this regard.  Tire manufacturers recommend that old tubes not be installed in new tires as this can lead to tube failure.  Tire talc applied to the tube and the inside of the tire will reduce failure issues of the tube and is recommended by tire manufacturers and FAA advisory circulars and handbooks.  We do our own tire maintenance but if you have a shop do yours, I recommend discussing this with them before installation.  Online aircraft tire dealers may provide tire talc at no extra charge but be sure to ask for it when ordering.

Keeping landing gear struts properly inflated and serviced with fluid will help avoid a flat strut.  Struts often go flat overnight on the first cold snap of the year.  I use Granville’s “Strut Seal” additive (available from aviation suppliers) to reduce fluid leaks and flat strut occurrences.

We check over the airplane after landing at the destination.  If anything needs attention, the shop can take care of it while we go about our business and may avoid a departure delay.

We also keep the ships battery fully charged with an aviation specific battery maintainer/charger.

Running the battery down by leaving the battery or master switch on is, arguably, the most common reason for a departure delay.  I use a “Parking” or “Shutdown Checklist” before deplaning to avoid this.  Some pilots leave the rotating beacon on after shut down as a clue that the battery switch was left on.  Full service FBOs will have external power available to get you going quickly if the battery is dead (assuming you have an external power receptacle).  If your ship has a 12 volt system, carrying an adapter to connect automotive jumper cables to the external power receptacle is another option.  Aircraft batteries (car batteries too) can conk out without warning especially as they get older.  We replace our ships battery every three years to reduce the chances of getting stranded with a dead one.  We also keep the ships battery fully charged with an aviation specific battery maintainer/charger appropriate for the battery type while at home port to increase the life and reliability of the battery.  This will also help keep the battery from freezing in cold weather.

In colder weather, we turn the propeller backwards several revolutions to “limber up the oil”.  This will reduce the strain on the battery and starter and may reduce starter slippage on most six cylinder Continental engines.  Always follow precautions in the POH before moving the propeller.  Using ground power for starting in cold weather is recommended and may also help if starter slippage is an issue.  These procedures are in some aircraft Pilot Operating Handbooks and engine operating manuals.

If the starter motor won’t turn at all and the problem can be traced to the starter motor, there are several procedures that may be helpful in to getting home.  Rapping the starter case with the handle of a screwdriver may help seat the brushes.  Turning the prop backwards on the larger Continental engines will engage the starter clutch and turn the starter armature which may get it off a bad spot on the commutator (This worked for us once).  A starter that is weak when hot may work sufficiently well when it cools off.

When away from home, I take a “Flyaway” kit for unexpected mechanical contingencies.  The contents include a spare spark plug, wheel jack adapter, small tire pump, tire tube patch kit, safety wire, spare alternator belt and appropriate tools.  Your aircraft’s “flyaway” tool and parts kit contents will reflect the type of aircraft and your abilities and experience.  I also keep an extra set of aircraft keys (door and ignition) in the flight bag.

When away from home, I take a “Flyaway” kit for unexpected mechanical contingencies.

Here are my takeaways:

• Whenever possible, plan fuel stop and destination airports that have maintenance available
• Call ahead to make sure fuel is available and land with enough fuel to get to another airport with fuel services
• Carry multiple brands of credit cards, a check and cash
• Keep heels on the floor boards during touchdown and avoid aggressive braking to keep from flat spotting and blowing a tire
• Keep tires properly inflated, do not use an old tube in a new tire and coat the tube and inside of tire with talc or soapstone
• Keep struts properly serviced
• Perform a post flight inspection at destination
• Use a “Parking Checklist” to assure the battery switch is off.
• Replace the aircraft battery every three years
• Make up a “Fly Away” Kit to aid in addressing common mechanical issues
• Keep spare aircraft keys available

These opinions are largely my own except where authoritative sources are referenced.  Plan ahead, keep the ship in tip top mechanical condition and don’t get stuck!  Fly safe.

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Geary Keilman

Geary retired from Delta Airlines in 2010 after flying as a commercial pilot for 37 years and has flown domestically and internationally.He is an A&P Mechanic. Geary and Laurie, his wife of fifty years, own a Cessna 140 and a Beech Bonanza. They have lived in Las Vegas, NV for forty four years.

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