Properly managing the risks associated with flying requires that the pilot of the airplane identify and mitigate any potential hazards prior to flight to prevent, to the furthest extent possible, a hazard becoming a realized risk. The engine and propeller make up the propulsion system of the airplane—failure of this critical system requires a well-trained and competent pilot to respond with significant time constraints to what is likely to become a major emergency.

The pilot needs to ensure that the engine, propeller, and associated systems are functioning properly prior to operation. This starts with an overview of the cowling that surrounds the airplane engine. The pilot should look for loose, worn, missing, or damaged fasteners, rivets, and latches that secure the cowling around the engine and to the airframe. The pilot should be vigilant as fasteners and rivets can be numerous and surround the cowling requiring a visual inspection from above, the sides, and the bottom. Like other areas on the airframe, rivets should be closely inspected for looseness by looking for signs of a black oxide film around the rivet head. The pilot should pay attention to chipped or flaking paint around rivets and other fasteners as this may be a sign of a lack of security. Any cowling security issues need to be referred to a competent and rated airplane maintenance mechanic.

From the cowling, a general inspection of the propeller spinner, if so equipped, should be completed. Not all airplane/propeller combinations have a spinner, so adherence to the AFM/POH checklist is required. Spinners are subjected to great stresses and should be inspected to be free from dents, cracks, corrosion, and in proper alignment. Cracks may not only occur at locations where fasteners are used but also on the rear-facing spinner plate. In conditions where ice or snow may have entered the spinner around the propeller openings, the pilot should inspect the area to ensure that the spinner is internally free from ice. The engine/propeller/spinner is balanced around the crankshaft and a small amount of ice or snow can produce damaging vibrations. Cracks, missing fasteners, or dents result in a spinner that is unairworthy.

The propeller should be checked for blade erosion, nicks, cracks, pitting, corrosion, and security. On controllable pitch propellers, the propeller hub should be checked for oil leaks that tend to stream directionally from the propeller hub toward the tip. On airplanes so equipped, the alternator/generator drive belts should be checked for proper tension and signs of wear.

When inspecting inside the cowling, the pilot should check all surfaces for oil leaks or deterioration of oil and hydraulic lines, and make certain that the oil cap, filter, oil cooler, and drain plug are secure. The pilot should look for signs of fuel dye, which may indicate a fuel leak. Note that both fuel and oil stains may appear on a cowling inner surface. Observation may be difficult without the aid of a flashlight, so even during day operations, a flashlight is handy when peering into the cowling. The pilot should also check for loose or foreign objects inside the cowling, such as bird nests, shop rags, and/or tools. All visible wires and lines should be checked for security and condition. The exhaust system should be checked for white stains caused by exhaust leaks at the cylinder head or cracks in the exhaust stacks. The heat muffs, which provide cabin heating on some airplanes, should also be checked for general condition and signs of cracks or leaks. An isolated area of oxidized darkened paint on the engine may indicate an area experiencing excessive heat. If visible, the condition of the firewall may be checked for integrity.

The air filter should be checked to ensure that it is free from substantial dirt or restrictions, such as bugs, birds, nests, or other causes of airflow restriction. In addition, air filter elements are made from various materials. In all cases, the element should be free from decomposition and properly serviced.

Ground operations also include the pilot’s assessment of the risk factors that contribute to safety of flight and the pilot’s management of the resources, which may be leveraged to maximize the flight’s successes. The Risk Management Handbook (FAA-H-8083-2) should be reviewed for a comprehensive discussion of this topic. A review of key points follows.

Approximately 85 percent of all aviation accidents have been determined by the National Transportation Safety Board (NTSB) to have been caused by “failure of the pilot to...” As such, a reduction of these failures is the fundamental cornerstone to risk and resource management. The risks involved with flying an airplane are very different from those experienced in daily activities, such as driving to work. Managing risks and resources requires a conscious effort that goes beyond the stick and rudder skills required to pilot the airplane.

Risk management is a formalized structured process for identifying and mitigating hazards and assessing the consequences and benefits of the accepted risk. A hazard is a condition, event, object, or circumstance that could lead to or contribute to an unplanned or undesired event, such as an incident or accident. It is a source of potential danger. Some examples of hazards are:

Hazard identification is the critical first step of the risk management process. If pilots do not recognize and properly identify a hazard and choose to continue, the consequences of the risk involved is not managed or mitigated. In the previous examples, the hazard identification process results in the following assessment:

Risk is the future impact of a hazard that is not controlled or eliminated. It can be viewed as future uncertainty created by the hazard.

Risk assessment determines the degree of risk and whether the degree of risk is worth the outcome of the planned activity. Once the planned activity is started, the pilot needs to consider whether to continue or not. A pilot should always have viable alternatives available in the event the original flight plan cannot be accomplished. Thus, hazard and risk are the two defining elements of risk management. A hazard can be a real or perceived condition, event, or circumstance that a pilot encounters. Risk assessment is a quantitative value weighted to a task, action, or event. When armed with the predicted risk assessment of an activity, pilots are able to manage and mitigate their risk.