We have noticed that a few people have been having difficulties starting the airplanes in the recent cold weather. It is worth it to take the time to review the Pilot's Operating Handbook (POH) for proper starting procedures. The POH has the engine start checklist, and checklists are provided for each airplane, but wait, there’s more!

Look carefully in Chapter 4 of the POH. It has “Amplified Procedures” following the checklists. "Amplified procedures" are where the manufacturer has given more detail for the steps in the checklist. Remember: A checklist is just that - a list provided to help you to check to ensure that you haven’t missed any steps. The instructions and methods that should be used in performing the steps are found in the amplified procedures.

Priming the engine prior to start is a procedure that is often misunderstood by pilots. A primer in a carbureted aircraft dumps vaporized fuel directly to the cylinders (in lieu of the atomization of fuel and proportional mixing with air done in the carburetor). Note:

“The fuel primer is used to draw fuel from the tanks to vaporize fuel directly into the cylinders prior to starting the engine. During cold weather, when engines are difficult to start, the fuel primer helps because there is not enough heat available to vaporize the fuel in the carburetor…To avoid overpriming, read the priming instructions for the aircraft.” Chapter 6, page 25, Pilot’s Handbook of Aeronautical Knowledge

If, when you go to start the engine, you prime - and -

• Then you buckle your seatbelt
• Then you set the mixture
• Then you yell “clear”
• Then you turn on the master
• Then you get the keys
• Then you turn on the lights
• Then you check the area again
• Then you…

The danger of failing to prime sufficiently is that the engine will not start. The danger in overpriming is that the engine may catch fire! Clearly, the former is far easier to deal with!

Engines will fail to start for 2 reasons: Too much fuel and too little fuel! While a POH may recommend up to 6 strokes of primer, this is for extreme cold! At PFC, we do not start the engines in temperatures that would warrant 6 strokes of primer without preheating the plane. Thus, even 4 or more strokes of primer will likely never be necessary.

When the engine is cold, pilots should always begin with the minimum number of primer strokes and increase if the engine does not catch and continue to run. If the engine catches but does not continue to run, apply the same number of strokes of primer, but crank the engine as you push the primer in on the last priming stroke.

If the engine starts but you experience roughness and black smoke, this is a clear sign that the engine was overprimed! Regardless of whether or not the engine starts, as it turns out, if the airplane catches fire, it is also a sign that engine was overprimed!

Pilots must always be prepared to deal with unexpected situations and react properly. This is the purpose of training. An engine fire on startup must be handled expediently and properly to avoid aircraft damage and injury to the pilot and passengers. And, while the majority of the information here has been specific to carbureted engines, fuel injected airplanes should be primed judiciously too as they are equally susceptible to engine fires!

If you suspect an engine fire on engine start, follow these steps as a general guide:

• Immediately close the mixture to idle cut off and increase the throttle to full open.
• If the engine was running, it will die - use the ignition switch and continue cranking.
  (This is done in hopes of drawing the fire back into the engine.)
• If the engine was not running, use the ignition switch and continue cranking – for the same reason listed above.
• Close the fuel shut off valve so that no additional fuel reaches the engine.
• If the engine starts during this cranking, allow it to run for at least 1 minute at moderate power.
  (Whatever RPM setting you use for runup should be a good target figure.)
• After the fire is extinguished, secure the airplane and have it inspected.
• Do not fly an airplane after an engine fire unless it has been properly returned to service!
• If the fire does not extinguish, evacuate the airplane and summons help! Calling 911 is a good option.

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Well, technically, you are probably looking for an “Aircraft Information Manual” or “Pilot’s Information Manual” as the POH is an FAA approved document and is specific to an airplane (stamped with its tail number and everything). The POH must remain in the airplane for flight operations. Many pilots purchase information manuals to keep in their possession. At PFC, we sell information manuals for all of our aircraft, but you may be in need of one you have not purchased, or maybe you’re flying with a friend and want to review or study about the airplane you will be in. Have you ever tried finding manuals on the web? It’s not an easy task! Here’s a link for a few different models of Cessna manuals. Of course the actual POH is controlling, but if it’s general information you’re looking for, it’s a start!

We’ve all heard that the most dangerous part of flying is the drive to the airport. It seems cliché by now, and we probably don’t give it much thought. But check out these videos voted the “5 Best Car Safety Ads of All Time”. I have to agree with John Lampson, the one voted #5 (the first on the list) is perhaps the best car safety commercial I’ve ever seen. And, as someone who used to work in emergency medical services, I can say that numbers 4 and 1 on the list have captured and or recreated with numbing accuracy car accident scenes and aftermath.

This is supposedly a true story from a Defence Science Lectures Series, as related by the head of the Australian DSTO's Land Operations/Simulation Division.

They'd been working on some really nifty virtual reality simulators, with one especially interesting feature being the incorporation of armed reconnaissance helicopters into combat simulations. Most of the people employed for this sort of thing are ex- (or future) computer game programmers. As part of the reality parameters, they include things like trees and animals. For the Australian armed forces simulation, they had to include kangaroos and model kangaroo movements and reactions to helicopters (since hordes of disturbed kangaroos might well give away a helicopter's position). Being good programmers, they just stole some code (which was originally used to model the reactions of infantry detachments under the same stimuli), then changed the images (from infantrymen to kangaroos), the speed parameters, etc.

Now the stage was set, just in time for the Aussies to demonstrate their hot new simulator to some visiting Americans. Deciding to do a little "showboating," the hotshot demo pilots got "down and dirty" with the virtual kangaroos. They came in low and fast, buzzed the kangaroos and watched them scatter. The visiting Americans nodded appreciatively...and then gasped as the kangaroos ducked around a hill, then popped back up and launched about two dozen Stinger missiles at the hapless helicopter. The programmers looked rather embarrassed at forgetting to remove that part of the infantry coding and, as the Americans left, they were heard muttering about not wanting to mess with Aussie wildlife...