Rough engine on run-up

[Big Pistons Forever]

Mark1234

My final comment.

When I am flying an aircraft with a CP prop and on application of full throttle the engine smoothly accelerates and I note that it is indicating close to field baro MP (or redline MP for a turbocharged engine), full redline RPM, full redline fuel flow (for fuel injected engines) and all other engine guages have normal indications I will be satisfied that it is almost certainly delivering full power and I will now concentate on controlling the aircraft.

You seem to be convinced that the above check does not assure you of full power on takeoff. I guess it is up to you to do what ever you feel necessary as the PIC and therefore I have nothing usefull to furhter contribute to this issue

[Pull what]

Pull what - It should be the work of a split second to glance inside and note these during the takeoff roll - any takeoff roll - do you not always check that the ASI is alive anyway?

In my opinion the best task management shews that the best place to check Ts & Ps and Power is stationary against the brakes on a short field take off-its one less thing to do on the take off roll where you need to be more aware of airspeed, acceleration and surface. You are also more likely to be on a surface or area which does not have the same protections as a licensed airfield

It may only take you a split second to check but you obviously have not sat by enough students or low hour PPLs for long enough to know differently! Delaying the check, and again its something you see quite often, on a crucial take off can put the pilot into a dangerous go - no go, area. The best place to find out you have an engine problem is stationary at the beginning of take off, not when the hedge is coming up very quickly and you are trying to make a performance take off.

You also need to be sure where and how full power is indicated, for instance what setting are you going to accept as full power-to a pilot who has never seen or checked full power before and believe me there are many, this may not be as simple as it seems, especially on an unfamiliar type.

A slight deviation but it should be rembered that after selecting anything crucial on an aircraft a check should be made to see if you have the selection you have made-SELECT - CHECK, is missing from many pilots mental check lists.

It may all sound like splitting hairs but good task management is the hallmark of good airmanship - doing the right thing at the right time.

[Big Pistons Forever]

Originally Posted by Pull what

You also need to be sure where and how full power is indicated, for instance what setting are you going to accept as full power-to a pilot who has never seen or checked full power before and believe me there are many, this may not be as simple as it seems, especially on an unfamiliar type.
.

Full power should be checked on every takeoff not just the short field ones. However since normal takeoffs, unlike short field takeoffs, do not start with full power before brakes release than the check obviously has to be done on the roll a skill which should be taught at the beginning of the PPL. Your point about many pilots not knowing what engine indications constitute full power is unfortuantely very true and was why I made the point about the importance on knowing what the static RPM limits of the aircraft earlier in this thread.