Elevator Inspection Checklist: Fill & Download for Free

Here are some of the best tips for making a construction punch list successful:1. Begin the project with the end in mindWe need to keep the destination in mind during the whole construction project — not just at the end. Because the latter usually results in chaos, as well as inefficient (and pricey) last-minute decisions.Quality should be built in from the start — and not added at the end.So stick with the requirements, and do regular site inspections so you can catch issues early. The later problems are discovered, the more costly it will be to fix them. (Here are two ways to avoid a bad final punch list experience.)Also keep a continuous feedback loop with your customer, so you’ll know quickly if they change their mind about something.2. Be a doomsday prepperTake a cue from the doomsday preppers on TV. Just like they stock up on canned food in case the world comes to an end, you can prepare for worst-case punch list scenarios.Think of everything that could go wrong. Then think of what you need to prepare — what you can find out, research, or bring to the meeting — to solve the matter.Know the contract specifications, know your role and responsibilities, and bring and reread your doomsday docs:Original contract and requirements (Tip: go back through the specifications once more)Important emailsPrevious agreementsProgress reports and plansPrevious invoicesEven better, bring it electronically if you can3. Check the scene beforehandA punch list meeting is much like an important date.So scope out the scene beforehand: Read over the specs, and find (and repair) any deficiencies.By checking out the project right before the final meeting, you’ll gain a mental overview of what’s completely finished and what might be subject to discussion.You’ll also know how to anticipate certain problems or questions — which will help you feel confident for the big date ;-)5. Arrive earlyDon’t you hate it when people show up late? I mean, think of what goes through your head; think of the ambiance it creates.The last thing you want to do is arrive tardy for a long-awaited punch list moment. Not only will you be stressed and unfocused, you’ll lose the trust of those awaiting you.Don’t underestimate the power of arriving early instead.As the first person on-site, you’ll be calm, confident, and prepared; ready to welcome everyone when they arrive. Let others be the latecomers so you can be in control from the beginning.Your professional approach will trigger trust and appreciation, which will smooth the punch list process into a win-win deal.6. Use an appWant to save hours of time? Start using an app to document your site visits.If you’re still drafting field reports and punch lists in Word or Excel; typing out notes; adding photos, sketches, assignees, and annotations on floor plans … and struggling with the layout of the report, it’s time for a change. It’s time to start using an app (like ours).7 Refer to a checklistTake a moment to think about the complexity of construction projects.Teams of contractors and subcontractors work on different parts of the building at different times, with many specialists needed to get the job done: engineers, electricians, plumbers, carpenters, elevator installers, window installers, etc.And as the level of complexity increases, so does the opportunity for failure. With so much information available today, it’s not necessarily ignorance that causes mistakes — it’s failing to apply that knowledge correctly across several teams.Our brains haven’t changed much in 100,000 years, and aren’t meant to manage so much information. So we take shortcuts. And make stupid mistakes.For his must-read book The Checklist Manifesto, Atul Awnada interviewed experts from many disciplines (pilots, doctors, contractors).His conclusion? People need checklists to execute projects efficiently. Checklists reduce the risk of mistakes and increase the likelihood everything will get done as specified.When it comes to punch lists, a checklist is a powerful way to ensure you don’t overlook important details. It can contain administrative tasks, as well as anything you must not forget to do or review to execute the project correctly. Just like bringing a buddy (see below), checklists free up your mental RAM.Many punchlist checklists and templates are available online — here are two to get you started:BuildingAdvisor.comTotal Home InspectionBut, you know what’s even better than just using a checklist? Using an app with a checklist functionality.For more info and more tips on this topic, I recommend you check out this article: The ultimate guide to a successful punch list experience - 16 Tips

What is pre flight check?Not surprisingly, a “Preflight Check” is a series of things that pilot do before taking off. They can be divided into two separate sets of things.Preflight Inspection — before even starting the engine the pilot is responsible for making a physical inspection of the aircraft. He’s doing things like checking the fuel and oil levels, that the lights and stall warning work, that the ailerons, rudder, and elevators work correctly, and so forth.Preflight Check (setup) — Pilots perform a series of steps in preparation for flight. This includes things like starting the engine, verifying that it’s working correctly, that the controls are “free and correct,” that the flaps works, and essentially that the aircraft if prepared and safe for flight.Pilots often use actual checklists for both of these, but always when performing the preflight check.

Great question but difficult to answer. FAA regulations specify the time between inspections of aircraft depending upon their use. In this case we are concerned with those to pertain to commercial operations. Aircraft are being inspected all the time. Even a private pilot of a Cesna 172 is going to do a pre-flight check every time he intends to fly. Now, of course there are limitations to this. He is not going to tear down the engine but he walks around the plane following a checklist looking for potential problems that are observed. For instance, he will check the hinges on the elevator, check the tires, strut of the landing gear, drain a little gas from each wing tank to make sure no water has entered the system, and of course, check the oil. While you do not do this with your car ever time you drive, you have the luxury of stopping the car if for some reason you develop an oil leak. It becomes a little bit more of a problem when you are in the air…you can’t stop and check the oil….many of these checks are common to a lot of small general aviation aircraft. However, they are type specific because some aircraft may have some differences. Every year, general aviation aircraft must receive an annual…the much feared….dreaded check of the aircraft by a licensed aircraft and powerplant mechanic. This is not like your simple car inspection. Depending upon the aircraft if everything is generally in good shape, you are looking at over a thousand dollars. Kind of a long story…but I once worked in two medical offices in a business with a friend who convinced me to open near where he lived. The quid pro quo was that he got me a Cessna 210 so I could commute. The only problem was that it was built in 1960…she was an old bird indeed. I warned him…pay now or pay later. The mechanic during the first annual discovered 15 thousand dollars worth of repairs involving the complex hydraulic hoses for the landing gear which on this aircraft is retractable. Remember, this is a small, general aviation aircraft. How about the one you fly in commercially?Every type of commercial aircraft has its own Approved Maintenance Schedule (APS.) Many things are looked at for every flight. But, there are some things that just cannot be done such as tearing down an engine for an inspection. General Aviation aircraft engines have somthing called time between major overhaul…TBO, for the particular engine it might be say, 1000 hours. At 1000 hours the aircraft goes out of service and the entire engine is taken apart, inspected, and overhauled. This was done for my 210 at a cost of 15 thousand dollars. Imagine what it costs to do this with the two jet engines on a commercial aircraft.The bottom line is that there has to be some compromise between safety and the cost of insuring safety. What do I mean? Well, if in theory, one could decrease the time interval for major inspections such as jet engine tear downs. However, an increase in maintenance costs would mean an increase in the cost to purchase a ticket. The FAA and the manufacturers of aircraft have to come up with some reasonable plan. Over time with each particular aircraft, more knowledge is acquired with respect to what wears and how often one has to inspect a particular part or system to find potential problems that could affect safety.For the most part, everyone involved has done a pretty good job. Air safety in the US is pretty good. When I heard about what happened, I had no doubt what probably happened and that the finding would be metal fatigue. Back in the 50s there were crashes involving the De Havilland Comet. This was the time in history when aircraft were going to higher and higher altitudes requiring pressurization. The pressurization de-pressurization cycle for every flight causes stress on the aircraft hull. It was found that metal fatigue caused the accidents.At this point, the FAA is doing exactly what it should do, requiring inspections of engines of this type that have had so many number of flights, age, etc. I honestly do not think that anyone can do much more. There is inherent risk in life, a fact that Americans don’t often want to accept considering how often we litigate over such matters. As long as the FAA, the airlines, and the manufacturers do their due diligence to do the right thing with respect to inspections and maintenance, the US safety record will remain excellent.Unfortunately, even if everyone involved does exactly what they are supposed to do, accidents will happen and some of them will not be preventable or the fault of any individual. That is just the nature of aviation.