Narrative:

I started the engine with the towbar attached. I taxied to the runway. I completed the run-up and called the tower to request takeoff clearance. I first became aware of my error when I was advised by the tower controller that my towbar was attached. After obtaining permission from the tower; I shut down the engine and walked to inspect the front of the aircraft. The towbar was indeed attached. After visual and tactile inspection; there was no sign of any damage or visible sign otherwise that the prop or towbar had made contact. The paint on the prop and towbar was intact and unchanged compared to mental memory from prior pre-flights. There were no dents on the prop including the back surface and leading edges. In retrospect; no unusual sounds were heard during the engine startup; taxi; or run-up. At this point; I determined that there was no prop-strike.however; this fortuitous ending was a matter of luck. There is about 3 inches of space between the arc of the propeller and my particular towbar; so it would seem that it is unlikely for them to make contact. Still; I am extremely disappointed that this happened given that I am the kind of pilot that watches safety videos on the weekend for fun. Yet; this still happened to me. Furthermore; in my day job (not a pilot); I am the number 1 preacher of following checklists. I say this to emphasize that good attitudes and good intentions are insufficient.I surmised that this happened due to an atypical pre-flight pattern and distractions during pre-flight. This is a new (to me) plane in a new hangar; and this has created a different flow during pre-flight compared to when I used to rent and start planes from the ramp. Relevant to this incident; every other flight in this plane prior to this incident has started with a fuel top-off during which I double-check the initial pre-flight performed inside of the hangar prior pulling it out of the hangar. Today; I did not have the fuel truck come because I had sufficient fuel for a very short flight. I did not conduct my usual double-check of my first pre-flight which includes a walk-around directly in front of the aircraft looking directly at the nose wheel. Furthermore; my flow was interrupted as several cars had to move around my aircraft to allow space for me to taxi out. I was concerned that they would hit the plane; and I think that this distracted me from performing my usual pre-flight. Other factors that I feel are relevant to me personally:I have attempted to replace checklist items with memory items; and clearly this has gone too far. This has come about for at least two reasons in my case. First; I have had a CFI tell me that following checklist items line-by-line is nice but that I do not need to because I have placards on the plane. Furthermore; I have read articles and commentaries on magazines such as flight training and flying that discuss the use of a flow-check versus a checklist. One article describes the author (a CFI) giving a check ride to some very important vip CFI. The CFI complained to the vip CFI that he was not using a checklist; to which the vip CFI replied that the cockpit was his checklist. Also; back to me; I have had another CFI comment on how thoroughly I conducted a pre-flight with a tone suggesting that it was excessive or that he at least was surprised. Putting these things together and observing some professional pilots not using a checklist at all; I have tried to use a flow-check meaning that I use the items in the plane to indicate to me what to do next. Of course; this needs to be backed up with a checklist.however; I really think that this is a slippery slope. Today; I failed to manage this balance well; and I think that using item by item checklists is safer. It is far too easy to overlook checklist items when you *think* that you have done them already from memory. Today; I *thought* that I removed the towbar and did the walkaround in front of the aircraft; but clearly I did not. I really think that there needs to be a draconian; absolutist culture that stresses the use of checklists. Getting cute with flow checks and the like is more dangerous than it is good. I am glad that this happened today and that no damage or injury was done; because it's a lesson I will take forever in the rest of my flying and my non-aviation life. I will follow checklists like I did when I had [a few] hours in my logbook. In many ways; I think that I was safer then than I am now. Had I confirmed everything line-by-line with a checklist today; the distractions around my pre-flight would have been nullified.corrective actions include:1) insert checklist item for the towbar in capital letters in the final walkaround part of the checklist.2) instituting policy that I have never been taught before but researched online: the towbar is either on hand or in the baggage compartment.3) paint the towbar a different color. This towbar blends in perfectly with the color of the wheel pants.4) finally and most importantly; make a personal policy that I must run my finger along each individual checklist item before going to the next including a final 360 degree walkaround. Go slowly. If I feel that I am rushed or distracted (like today with cars navigating through narrow areas between my aircraft wing and the hangars); I need to stop; start over; and go line by line making sure that everything has been done.

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Original NASA ASRS Text

Title: PA-28 pilot reported taxiing with tow bar attached to the nose gear.

Narrative: I started the engine with the towbar attached. I taxied to the runway. I completed the run-up and called the tower to request takeoff clearance. I first became aware of my error when I was advised by the tower controller that my towbar was attached. After obtaining permission from the tower; I shut down the engine and walked to inspect the front of the aircraft. The towbar was indeed attached. After visual and tactile inspection; there was no sign of any damage or visible sign otherwise that the prop or towbar had made contact. The paint on the prop and towbar was intact and unchanged compared to mental memory from prior pre-flights. There were no dents on the prop including the back surface and leading edges. In retrospect; no unusual sounds were heard during the engine startup; taxi; or run-up. At this point; I determined that there was no prop-strike.However; this fortuitous ending was a matter of luck. There is about 3 inches of space between the arc of the propeller and my particular towbar; so it would seem that it is unlikely for them to make contact. Still; I am extremely disappointed that this happened given that I am the kind of pilot that watches safety videos on the weekend for fun. Yet; this still happened to me. Furthermore; in my day job (not a pilot); I am the number 1 preacher of following checklists. I say this to emphasize that good attitudes and good intentions are insufficient.I surmised that this happened due to an atypical pre-flight pattern and distractions during pre-flight. This is a new (to me) plane in a new hangar; and this has created a different flow during pre-flight compared to when I used to rent and start planes from the ramp. Relevant to this incident; every other flight in this plane prior to this incident has started with a fuel top-off during which I double-check the initial pre-flight performed inside of the hangar prior pulling it out of the hangar. Today; I did not have the fuel truck come because I had sufficient fuel for a very short flight. I did not conduct my usual double-check of my first pre-flight which includes a walk-around directly in front of the aircraft looking directly at the nose wheel. Furthermore; my flow was interrupted as several cars had to move around my aircraft to allow space for me to taxi out. I was concerned that they would hit the plane; and I think that this distracted me from performing my usual pre-flight. Other factors that I feel are relevant to me personally:I have attempted to replace checklist items with memory items; and clearly this has gone too far. This has come about for at least two reasons in my case. First; I have had a CFI tell me that following checklist items line-by-line is nice but that I do not need to because I have placards on the plane. Furthermore; I have read articles and commentaries on magazines such as Flight Training and Flying that discuss the use of a flow-check versus a checklist. One article describes the author (a CFI) giving a check ride to some very important VIP CFI. The CFI complained to the VIP CFI that he was not using a checklist; to which the VIP CFI replied that the cockpit was his checklist. Also; back to me; I have had another CFI comment on how thoroughly I conducted a pre-flight with a tone suggesting that it was excessive or that he at least was surprised. Putting these things together and observing some professional pilots not using a checklist at all; I have tried to use a flow-check meaning that I use the items in the plane to indicate to me what to do next. Of course; this needs to be backed up with a checklist.However; I really think that this is a slippery slope. Today; I failed to manage this balance well; and I think that using item by item checklists is safer. It is far too easy to overlook checklist items when you *think* that you have done them already from memory. Today; I *thought* that I removed the towbar and did the walkaround in front of the aircraft; but clearly I did not. I really think that there needs to be a draconian; absolutist culture that stresses the use of CHECKLISTS. Getting cute with flow checks and the like is more dangerous than it is good. I am glad that this happened today and that no damage or injury was done; because it's a lesson I will take forever in the rest of my flying and my non-aviation life. I will follow checklists like I did when I had [a few] hours in my logbook. In many ways; I think that I was safer then than I am now. Had I confirmed everything line-by-line with a checklist today; the distractions around my pre-flight would have been nullified.Corrective actions include:1) Insert checklist item for the TOWBAR in capital letters in the final walkaround part of the checklist.2) Instituting policy that I have never been taught before but researched online: the towbar is either on hand or in the baggage compartment.3) Paint the towbar a different color. This towbar blends in perfectly with the color of the wheel pants.4) Finally and most importantly; make a personal policy that I must run my finger along each individual checklist item before going to the next including a FINAL 360 degree WALKAROUND. Go slowly. If I feel that I am rushed or distracted (like today with cars navigating through narrow areas between my aircraft wing and the hangars); I need to stop; start over; and go line by line making sure that everything has been done.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.