CESSNA 152 TRAINING MANUAL
After Start
After start checks ensure all the critical items are completed prior to taxi. The
time spent completing the after takeoff checks properly will also assist with the
engine warm-up prior to taxi.
This will include leaning the mixture if the airfield is above 3000ft density
altitude, to prevent spark plug fouling during taxi.
A “live mag” check may be done at this point, by selection of the left and right
positions to confirm both are live. This confirms both magnetos are
operational, it is not an integrity check as the engine is still cold. The purpose
of the check is to prevent unnecessary taxiing to the run-up point should one
magneto have failed completely.
The direction indicator should be set to the compass for orientation purposes,
which is very important at airfields which are not familiar.
The transponder is set to standby or ground for warm up, so that it is ready for
use on departure, and any assigned code is confirmed set.
If the flaps were left down during the pre-flight inspection, they should be
either retracted, or set for takeoff, to aid visibility and since taxiing with the
flaps down signals hijacking.
The following after start checks are recommended:
●
Mixture – SET for taxi;
●
Magnetos – CHECKED;
●
Engine Instruments – CHECKED;
●
Flaps – RETRACTED/SET FOR TAKEOFF;
●
Transponder – STANDBY/GROUND.
Most of the engine warm-up is conducted during taxi. If the engine is cold, for
example on first flight of the day, or when it is anticipated that high power
settings may be needed during taxi, additional time may be needed to allow
the engine to warm up prior to taxi. Ideally this warm up period should be
sufficient to allow the CHT, if fitted, to increase into the green range.
If the flight is being taken from an airfield where no taxi is possible (or only
very short taxi) additional warm-up time should be allowed before take-off .
Taxi
Taxi speed should be limited to a brisk walk, the aircraft is is its most unstable
condition on the ground, especially with strong winds that may reach minimum
flying speeds.
Brake use should be kept to a minimum by anticipation of slowing down or
stopping followed by reduction of power to idle prior to applying brakes. This
keeps brake wear to a minimum and ensures brakes are at their most effective
in case of a rejected takeoff.
by D. Bruckert & O. Roud © 2004 Page 75
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