STRUTS AND SOCKETS.—These should be carefully examined to see if any splitting has occurred.
DISTORTION.—Carefully examine all surfaces, including the controlling surfaces, to see whether any distortion has occurred. If distortion can be corrected by the adjustment of wires, well and good; but if not, then some of the internal framework probably requires replacement.
ADJUSTMENTS.—Verify the angles of incidence; dihedral, and stagger, and the rigging position of the controlling-surfaces, as often as possible.
UNDERCARRIAGE.—Constantly examine the alignment and fittings of the undercarriage, and the condition of tyres and shock absorbers. The latter, when made of rubber, wear quickest underneath. Inspect axles and skids to see if there are any signs of them becoming bent. The wheels should be taken off occasionally and greased.
LOCKING ARRANGEMENTS.—Constantly inspect the locking arrangements of turnbuckles, bolts, etc. Pay particular attention to the control cable connections, and to all moving parts in respect of the controls.
LUBRICATION.—Keep all moving parts, such as pulleys, control levers, and hinges of controlling surfaces, well greased.
SPECIAL INSPECTION.—Apart from constantly examining the aeroplane with reference to the above points I have made, I think that, in the case of an aeroplane in constant use it is an excellent thing to make a special inspection of every part, say once a week. This will take from two to three hours, according to the type of aeroplane. In order to carry it out methodically, the rigger should have a list of every part down to the smallest split-pin. He can then check the parts as he examines them, and nothing will be passed over. This, I know from experience, greatly increases the confidence of the pilot, and tends to produce good work in the air.
WINDY WEATHER.—The aeroplane, when on the ground, should face the wind; and it is advisable to lash the control lever fast, so that the controlling surfaces may not be blown about and possibly damaged.
“VETTING” BY EYE.—This should be practiced at every opportunity, and, if persevered in, it is possible to become quite expert in diagnosing by eye faults in flight efficiency, stability and control.
The aeroplane should be standing upon level ground, or, better than that, packed up into its “flying position.”