STARTING ENGINE.
Ordinarily the engine starts easily with one or two strokes of primer
in warm temperatures to six strokes in cold weather, with the throttle
open approximately
1/4
inch. In extremely cold temperatures, it may
be necessary to continue priming while cranking.
Weak intermittent explosions followed by puffs of black smoke from
the exhaust stack indicate overpriming or flooding. Excess fuel can be
cleared from the combustion chambers by the following procedure: Set
the mixture control in full lean position, throttle full open, and crank
the engine through several revolutions with the starter. Repeat the
starting procedure without any additional priming.
If
the engine is underprimed {most likely in cold weather with a cold
engine) it will not fire at all, and additional priming will be necessary.
As soon as the cylinders begin to fire, open the throttle slightly to keep
it running.
After starting, if the oil gage does not begin to show pressure with
in
30
seconds in the summertime and about twice that long in very cold
weather, stop engine and investigate. Lack of
-
oil pressure can cause
serious engine damage. After starting, avoid the use of carburetor heat
unless icing conditions prevail.
TAXIING.
When taxiing, it is important that speed and use of brakes be held to
a minimum and that all controls be utilized (see taxiing diagram, figure
2-5)
to maintain directional control and balance.
Taxiing over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips.
The nose wheel is designed to automatically center straight ahead
when the nose strut is fully extended. In the event the nose strut is over -
inflated and the airplane is loaded to a rearward center of gravity posi
tion, it may be necessary to partially compress the strut to permit steer -
ing. This can be accomplished prior to taxiing by depressing the airplane
nose (by hand) or during taxi by sharply applying brakes.
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