Big Pistons Forever
I entirely agree with your comments about the need to check static RPM at the start of each take off . But my experience in the UK is that very few PPL pilots actually perform this check,or if they do, then “Check Power” means no more than note the RPM is vaguely in the right area without any real understanding of what the correct figure should be and what tolerance is acceptable. As you said in your previous post.
In the UK at least it appears not be taught. Yet after all the mantra of pre take off checks of mags and carb heat function, the static RPM is the one instrument check that confirms whether or not the engine is delivering the correct power. Getting airborne with a malfunctioning engine when the evidence has been there right in front of you is inexcusable in my book. I wouldn’t mind betting it has been responsible for some of the take off accidents we have experienced in the UK.
Professional pilots understand the need to perform this check every take off and only continue if the correct power is achieved, so why not PPL holders too ?
There is a complication. Some aircraft types may be fitted with any of a range of propellors of different pitch, and this may affect the static RPM.. For example the Robin DR400 may be fitted with a fine pitch prop for glider towing giving a static RPM of 2500, yet the same aircraft with a “cruise” prop will produce only 2300, and others with a “compromise” prop will give 2400. So if I am going to fly a new aircraft, including one of a type with which I am familiar, I always ask about the static RPM. And how often do I get a sensible answer ?