# General Notes - review the flows and amplified checklist (in google drive) for considerations priming the engine during cold start procedure, you don't need to prime for 10 seconds, especially when it is hot out > [!info] Engine Starting and Run Up > Priming > > Regarding priming, please always consider the engine temperature before initiating this procedure. If the engine has been running within the last 30 minutes, and especially if the oil temperature is above 100 degrees Fahrenheit (the left side of the green band), priming is not necessary. Remember, it's generally better to underprime than overprime. An underprimed engine might result in a false start, but as long as the starter is not engaged while the propeller is still spinning (please emphasize this to anyone operating the starter), no further issues should arise. An overprimed engine, however, can lead to poor initial combustion and an increased risk of fouled spark plug(s), often resulting in engine roughness or, in more severe cases, flooding. During these high-density altitude conditions, let's adhere to a guideline of no more than two seconds of stabilized fuel flow (indicated at approximately 4-5 GPH) before moving the mixture to idle cutoff and turning off the fuel pump. > > Starting > > When starting the engine, please ensure that the throttle is positioned about 1/8 to 1/4inch open. Once the starter is engaged, it's important to emphasize that the mixture should not be introduced until the engine begins to fire. Introducing the mixture too early can lead to an excessive amount of fuel, resulting in poor combustion or a flooded engine. The mixture should only be introduced once there are clear signs of combustion, such as the sound of the engine firing and an increase in propeller RPM. When introducing the mixture, encourage a continuous but smooth advancement as the engine speed increases, rather than abruptly pushing it to full rich, especially during the initial stages of combustion. This can also create an overly rich fuel condition, potentially fouling plugs and causing the engine to run rough. Additionally, the starter should always be released as the mixture is being introduced. The starter is not designed to rotate the bendix gear as quickly as the flywheel needs to spin for normal engine RPM. Two things happen when the starter is held in place: 1. The starter inhibits engine RPM, suppressing the start. 2. The Engine takes the starter for a ride leading to excessive wear on the starter reducing its life.  > > Warmup > > Proper engine warmup is crucial for engine longevity and optimal performance. Starting an engine at low RPMs when the engine is cold is beneficial because it allows for as much proper oil lubrication as possible, particularly in the initial moments. High RPM starts before adequate oil circulation can lead to increased wear on engine components, reducing engine life and potentially causing poorer performance due to lost compression and combustion. Just ask any average Cirrus SR22T driver! Please ensure students understand the importance of a proper engine start procedure. Furthermore, engine performance tends to improve as it warms up. The seals between pistons (and piston rings) and cylinder walls become tighter as the engine reaches operating temperature. This leads to better compressions and more output. Bringing the power to idle when the engine and oil are still cold (before the seals have tightened up) can often result in low idling speeds and engine roughness. Allow the engine sufficient time to warm up, and expect to adjust the throttle to maintain the desired RPM during this phase. If there are any questions about engine performance, waiting several minutes for adequate warmup is advisable. > > Runup > > During the runup, it's important to pay attention to exhaust gas temperatures (EGTs) when performing magneto checks. When selecting each magneto during the grounding check, observe the engine page and monitor the EGTs for each of the four cylinders. A noticeable drop in the EGT of a cylinder when one magneto is selected indicates a fouled spark plug in that cylinder. A faulty magneto, on the other hand, will not produce this specific EGT signature. Therefore, a drop in EGT suggests a fouled plug, requiring the standard procedure for addressing this issue. A problem with the magneto means aborting the flight. Finally, please instruct students that whenever feasible, runups should be performed by turning the aircraft into the wind. While this is often not possible at KORL, the principle remains important. Don't hesitate to request the East ramp for runups when departing on Runway 25, allowing for an opportunity to practice this. # Preflight Inspection - good job - when checking the lights, you will always want to use the landing instead of RECOG because that will turn on all of the LEDs, this would be different from other airplanes where there is a separate taxi / landing light in which case you should turn both of them on - make sure to do a full box check of the flight controls to ensure that you get full movement in all possible directions # Stall / Spin Awareness - good job # Checklist Usage - good job # Operation of Systems - good job # Radio Communications - good job with initial call to ground # Positive Exchange of Flight Controls - good job # Runway Incursion Avoidance - make sure that you brief taxi / complex and confusing intersections / hotspots before you start moving - it's adding an additional risk while taxiing # Crosswind Taxi - wind calm - make sure to pull back pressure in taxi turns - I would recommend still doing crosswind correction for reported winds or which direction the wind sock is pointed so that you build the habit of doing wind corrections --- # Normal / Crosswind Takeoff and Climb - had window open, closed it on the takeoff roll -> causing # Use of Trim - huge improvement in trim usage! # Collision Avoidance - great habit of always raising wings and checking before turning! keep this up!! # Turn Coordination - good job # Maneuvering during Slow Flight - make sure to select a prominent reference point for slow flight -> this will help you immediately know when you are going off cours (even if you have no bank angle in it can help notice when you are slightly uncoordinated as the airplane will slowly turn) # Stall - make sure that you are not really pushing the nose down during stall recovery (if not needed) - this would only be necessary during a stall with excessively nose up trim, otherwise you only need to release back pressure on the elevator # Crabbing - good job # Sideslip - good job # Normal / Crosswind Approach and Landing - good job