Well, you would think not, but then again…Take the pitot heat switch. It’s only used in flight if there is a possibility of moisture and the temperature is near freezing. But the pre-flight specifically says to turn it on, and the pitot (airspeed or ram-air probe) should get hot in 30 seconds. Don’t wait too long, it gets VERY hot. It may be 50 degrees here, but it’s 20 degrees colder just 5000 feet higher.Yeah, but what about all those circuit breakers? Well, the easiest way to be sure none are open (extended a little bit from the panel) is to wipe your hand across the entire panel of breakers. Any popped will stand out like a popped breaker, but you touch them all. And on and on.In a “glass” cockpit, touching the Primary Flight Display (PFD-flight instruments) or Multi-Function Display (MFD-engine gauges, map, terrain, charts, etc.) I guess counts as touching all the instruments they display. On old “steam gauges”, there were some you’d not need to touch to pre-flight or use, but you always looked at them to be sure the readings made sense before trusting them.Let’s run the “six-pack”.Airspeed indicator: no touch.Artificial horizon: set the dot to the horizon sometimes. Damn sure be certain it’s showing level on the ground!Altimeter: set the current barometer setting into the Kollsman window and verify altitude matches field elevation +/- 75 feet.Turn coordinator: no touchDirectional Gyro (or Horizontal Situation Indicator): set heading to match the “whisky” compass (+/- diviation). Also, set bug to runway heading.Vertical Speed: no touch.Before landing checklist: GUMPS:Gas fuel on fullest tank, confirmed by touching the valve. You have probably switched tanks several times already.Undercarriage. The insurance carrier insists you put the wheels down before landing.Mixture rich. You probably leaned the fuel/air mixture for economy in cruise. Be sure full power will be available if a go-around is needed.Propeller Pitch fine: Again, to be sure maximum power is available in case of a go-around, also very useful to manage airspeed (be a brake) during approach and landing.Seat-belts. Yea, sure. No one every unbuckles in flight. Anyhow, I’m busy, it’s noisy, I just grab your seat-belt and yank. If it’s secure, I know. I check mine too.I just spent about 4 seconds checking 6 (or 8 in a twin) things. Of course, you take more time if only 2 wheels come down, for exampleg.Lets see, Fuel totalizer: you have to press a button to get the Delta for the flight.Manifold pressure: probably no touch. Tachometer: no touch. But you must look at the Tach and MP to set power.The gist of this is that most things in the cockpit get touched, but the exceptions are certainly looked at. Probably don’t yank too hard at the whole-aircraft recovery parachute handle - but if you have one, I imagine it gets a glance from time to time. It’s not complicated, there’s just a lot of it. If you know what it’s for, it’s not very intimidating.My wife was floored (shocked, scared to death) when we went on our first flight (first date) together. I got near the takeoff end of the runway, pulled over, and pulled out a list of “How To Fly” (her impression. It was just the pre-takeoff checklist). She had flown before with someone who skipped the entire “checklist” thing. She eventually discovered that checking that Micky Mouse had all of his hands on the right numbers BEFORE taking off was a better plan that just hoping it all worked out. BTW, that was over 30 years ago, and I have not skipped a pre-flight, pre-takeoff or landing checklist yet.One other thing not touched, unless it goes off, is the “A Little Hot” annunciator. But, I’ve not seen that much since the movie Airplane! hit the screen.So, no, we don’t touch everything. But we fly as if we did. And there better not be anything in the cockpit we don’t understand. It’s not there just to make the aircraft more expensive.