Use a run-up checklist. Always face the wind. (Engine cooling
is the reason.) We are not teaching a flying career made only
of C-150s. We should teach with the C-150 the procedures that
will follow over to high performance aircraft. An efficient runup
should take only a minute or two at most. When checking controls
your thumb always points to the up aileron. Index with your finger
how much throttle will give the desired RPM. Learn the sound/feel
for 1700 and 800 to save time. An airplane is just a expensive
to operate on the ground as in the air.
Check your controls with the 'thumbs up' technique and multiple
head movements. The left thumb up always points to the up aileron
and the head turn confirms both an up and down aileron. Elevators
are confirmed up and down and rudder left and right.
The right hand remains on the throttle while the left locates
and touches the ampere meter and suction. Touching the item on
the checklist is an insurance confirmation for the observer. (examiner))
The power is indexed to 800 rpm by feel and sound. (Instructor
covers tachometer.) Flight instruments and set and checked. A
frequent error is in setting the heading indicator with the compass.
I teach indexes for throttle position. From idle at 800 rpm,
the throttle held in the palm of the hand and the index finger
moved back the length of a fingernail. Throttle is moved in until
finger tip touches throttle clutch. This should give the 1700
rpm required for the magneto check. Repeat this exercise several
times. Student should learn to do this by sound and feel. (I have
had several instances where this kind of operational knowledge
of position and sound has changed emergency into routine.) This
indexing skill should be taught for both power settings and power
reductions.
I present magneto checking as a smooth switching via count
as 1-2, 1-2, 1,1 with the eyes focused on the tachometer to note
rpm drop and difference. Some pilots tend to leave the engine
operating on one magneto overly long. It only takes a moment to
check. The hand moves to and pulls and pushes the carb heat while
the eyes note drop when on and recovery when off. If, during runup,
you should accidentally go to OFF fully retard the throttle before
turning magnetos back on. This prevents after-firing that can
and will damage the exhaust system. It will blow any carburetor
ice out in an emergency, however.
Knowing the airport altitude is an additional aid to knowing
the altimeter setting. The best altimeter setting is from an accurate
copy of the ATIS information.
A good run-up should take only two or three minutes. Any longer
is indicative of inefficiency or poor checklist techniques. Some
pilots use a finger-count method to keep items in order. Others
work systematically across the panel. Use whatever works best
for you. Using 'cockpit' checklist is just about the worst thing
you can do short of not using a list at all. Dry run the next
radio call up procedures until they come out smoothly, accurately,
and completely. Discuss the taxiing, clearing turn to be made
to check for aircraft on base leg and climb out departure plan.
No turn over 30 degrees should ever be made without both looking
and saying "clear".
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