COCKPIT MANAGEMENT

After entering the airplane, the pilot should first ensure

that all necessary equipment, documents, checklists,

and navigation charts appropriate for the flight are on

board. If a portable intercom, headsets, or a hand-held

global positioning system (GPS) is used, the pilot is

responsible for ensuring that the routing of wires and

cables does not interfere with the motion or the

operation of any control.

Regardless of what materials are to be used, they

should be neatly arranged and organized in a manner

that makes them readily available. The cockpit and

cabin should be checked for articles that might be

tossed about if turbulence is encountered. Loose items

should be properly secured. All pilots should form the

habit of good housekeeping.

The pilot must be able to see inside and outside

references. If the range of motion of an adjustable seat

is inadequate, cushions should be used to provide the

proper seating position.

When the pilot is comfortably seated, the safety belt

and shoulder harness (if installed) should be fastened

and adjusted to a comfortably snug fit. The shoulder

harness must be worn at least for the takeoff and

landing, unless the pilot cannot reach or operate the

controls with it fastened. The safety belt must be worn

at all times when the pilot is seated at the controls.

If the seats are adjustable, it is important to ensure that

the seat is locked in position. Accidents have occurred

as the result of seat movement during acceleration or

pitch attitude changes during takeoffs or landings.

When the seat suddenly moves too close or too far

away from the controls, the pilot may be unable to

maintain control of the airplane.

14 CFR part 91 requires the pilot to ensure that each

person on board is briefed on how to fasten and

unfasten his/her safety belt and, if installed, shoulder

harness. This should be accomplished before starting

the engine, along with a passenger briefing on the

proper use of safety equipment and exit information.

Airplane manufacturers have printed briefing cards

available, similar to those used by airlines, to

supplement the pilot's briefing.

GROUND OPERATIONS

It is important that a pilot operates an airplane safely

on the ground. This includes being familiar with

standard hand signals that are used by ramp personnel.

[Figure 2-9]

ENGINE STARTING

The specific procedures for engine starting will not be

discussed here since there are as many different

methods as there are different engines, fuel systems,

and starting conditions. The before engine starting and

engine starting checklist procedures should be followed.

There are, however, certain precautions that

apply to all airplanes.

Some pilots have started the engine with the tail of the

airplane pointed toward an open hangar door, parked

automobiles, or a group of bystanders. This is not only

discourteous, but may result in personal injury and

damage to the property of others. Propeller blast can

be surprisingly powerful.

When ready to start the engine, the pilot should look in

all directions to be sure that nothing is or will be in the

vicinity of the propeller. This includes nearby persons

and aircraft that could be struck by the propeller blast

or the debris it might pick up from the ground. The

anticollision light should be turned on prior to engine

start, even during daytime operations. At night, the

position (navigation) lights should also be on.

The pilot should always call "CLEAR" out of the side

window and wait for a response from persons who may

be nearby before activating the starter.

When activating the starter, one hand should be kept

on the throttle. This allows prompt response if the

engine falters during starting, and allows the pilot to

rapidly retard the throttle if revolutions per minute

(r.p.m.) are excessive after starting. A low r.p.m.

setting (800 to 1,000) is recommended immediately

following engine start. It is highly undesirable to allow

the r.p.m. to race immediately after start, as there will

be insufficient lubrication until the oil pressure rises.

In freezing temperatures, the engine will also be

exposed to potential mechanical distress until it warms

and normal internal operating clearances are assumed.

As soon as the engine is operating smoothly, the oil

pressure should be checked. If it does not rise to the

manufacturer's specified value, the engine may not be

receiving proper lubrication and should be shut down

immediately to prevent serious damage.

Although quite rare, the starter motor may remain on

and engaged after the engine starts. This can be

detected by a continuous very high current draw on the

ammeter. Some airplanes also have a starter engaged

warning light specifically for this purpose. The engine

should be shut down immediately should this occur.

Starters are small electric motors designed to draw

large amounts of current for short periods of cranking.

Should the engine fail to start readily, avoid

continuous starter operation for periods longer than 30

seconds without a cool down period of at least 30

seconds to a minute (some AFM/POH specify even

longer). Their service life is drastically shortened from

high heat through overuse.

HAND PROPPING

Even though most airplanes are equipped with electric

starters, it is helpful if a pilot is familiar with the procedures

and dangers involved in starting an engine by

turning the propeller by hand (hand propping). Due to

the associated hazards, this method of starting should

be used only when absolutely necessary and when

proper precautions have been taken.

An engine should not be hand propped unless two

people, both familiar with the airplane and hand

propping techniques, are available to perform the

procedure. The person pulling the propeller blades

through directs all activity and is in charge of the

procedure. The other person, thoroughly familiar

with the controls, must be seated in the airplane with

the brakes set. As an additional precaution, chocks

may be placed in front of the main wheels. If this is

not feasible, the airplane's tail may be securely tied.

Never allow a person unfamiliar with the controls to

occupy the pilot's seat when hand propping. The

procedure should never be attempted alone.

When hand propping is necessary, the ground surface

near the propeller should be stable and free of debris.

Unless a firm footing is available, consider relocating

the airplane. Loose gravel, wet grass, mud, oil, ice, or

snow might cause the person pulling the propeller

through to slip into the rotating blades as the engine

starts.

Both participants should discuss the procedure and

agree on voice commands and expected action. To

begin the procedure, the fuel system and engine

controls (tank selector, primer, pump, throttle, and

mixture) are set for a normal start. The ignition/

magneto switch should be checked to be sure that it is

OFF. Then the descending propeller blade should be

rotated so that it assumes a position slightly above the

horizontal. The person doing the hand propping should

face the descending blade squarely and stand slightly

less than one arm's length from the blade. If a stance

too far away were assumed, it would be necessary to

lean forward in an unbalanced condition to reach the

blade. This may cause the person to fall forward into

the rotating blades when the engine starts.

The procedure and commands for hand propping are:

Person out front says, "GAS ON, SWITCH OFF,

THROTTLE CLOSED, BRAKES SET."

Pilot seat occupant, after making sure the fuel is

ON, mixture is RICH, ignition/magneto switch is

OFF, throttle is CLOSED, and brakes SET, says,

"GAS ON, SWITCH OFF, THROTTLE

CLOSED, BRAKES SET."

Person out front, after pulling the propeller

through to prime the engine says, "BRAKES

AND CONTACT."

Pilot seat occupant checks the brakes SET and

turns the ignition switch ON, then says,

"BRAKES AND CONTACT."

The propeller is swung by forcing the blade downward

rapidly, pushing with the palms of both hands. If the

blade is gripped tightly with the fingers, the person's

body may be drawn into the propeller blades should

the engine misfire and rotate momentarily in the

opposite direction. As the blade is pushed down, the

person should step backward, away from the propeller.

If the engine does not start, the propeller should not be

repositioned for another attempt until it is certain the

ignition/magneto switch is turned OFF.

The words CONTACT (mags ON) and SWITCH OFF

(mags OFF) are used because they are significantly

different from each other. Under noisy conditions or

high winds, the words CONTACT and SWITCH OFF

are less likely to be misunderstood than SWITCH ON

and SWITCH OFF.

When removing the wheel chocks after the engine

starts, it is essential that the pilot remember that the

propeller is almost invisible. Incredible as it may seem,

serious injuries and fatalities occur when people who

have just started an engine walk or reach into the

propeller arc to remove the chocks. Before the chocks

are removed, the throttle should be set to idle and the

chocks approached from the rear of the propeller.

Never approach the chocks from the front or the side.

The procedures for hand propping should always be in

accordance with the manufacturer's recommendations

and checklist. Special starting procedures are used

when the engine is already warm, very cold, or when

flooded or vapor locked. There will also be a different

starting procedure when an external power source

is used.