• Pilot seat occupant, after making sure the fuel is ON, mixture is RICH, magneto switch is OFF, throttle is CLOSED, and brakes are SET, says, “GAS ON, SWITCH OFF, THROTTLE CLOSED, BRAKES SET.” 

• Person out front, after pulling the propeller through to prime the engine says, “BRAKES AND CONTACT.” 

• Pilot seat occupant checks the brakes SET and turns the magnetos switch ON, then says, “BRAKES AND CONTACT.” 

The propeller is swung by forcing the blade downward rapidly, pushing with the palms of both hands. If the blade is gripped tightly with the fingers, the person’s body may be drawn into the propeller blades should the engine misfire and rotate momentarily in the opposite direction. As the blade is pushed down, the person should step backward, away from the propeller. If the engine does not start, the propeller should not be repositioned for another attempt until it is verified that the magneto switch is turned OFF. 

The words CONTACT (magnetos ON) and SWITCH OFF (magnetos OFF) are used because they are significantly different from each other. Under noisy conditions or high winds, the words CONTACT and SWITCH OFF are less likely to be misunderstood than SWITCH ON and SWITCH OFF. 

When removing the wheel chocks or untying the tail after the engine starts, it is critical that everyone involved remember that the propeller is nearly invisible. Serious injuries and fatalities have occurred when people who have just started an engine walk or reach into the propeller arc to remove the chocks, reach the cabin, or in an attempt to reach the tail of the airplane. Before the wheel chocks are removed, the throttle should be set to idle and the chocks approached only from the rear of the propeller. One should never approach the wheel chocks from the front or the side. 

The procedures for hand propping should always be in accordance with the AFM/POH and only accomplished if no alternatives are available, and then only by persons who are competent with hand propping procedures. The consequences of the hazards associated with hand propping are serious to fatal. 

## Taxiing 

Taxiing is the controlled movement of the airplane under its own power while on the surface. Since an airplane is moved under its own power between a parking area and the runway, the pilot must thoroughly understand and be proficient in taxi procedures. 

An essential requirement in conducting safe taxi operations is where the pilot maintains situational awareness of the ramp, parking areas, taxiways, runway environment, and the persons, equipment and aircraft at all times. Without such awareness, safety may be compromised. Depending on the airport, parking, ramp, and taxiways may or may not be controlled. As such, it is important that the pilot completely understand the environment in which they are operating. At small, rural airports these areas may be desolate with few aircraft which limits the potential hazards; however, as the complexity of the airport increases so does the potential for hazards. Regardless of the complexity, some generally accepted procedures are appropriate. 

• The pilot should make themselves familiar with the parking, ramp, and taxi environment. This can be done by having an airport diagram, if available, out and in view at all times. [Figure 2-13] 

• The pilot must be vigilant of the entire area around the airplane to ensure that the airplane clears all obstructions. If, at any time, there is doubt about a safe clearance from an object, the pilot should stop the airplane and check the clearance. It may be necessary to have the airplane towed or physically moved by a ground crew. 

• When taxiing, the pilot’s eyes should be looking outside the airplane scanning from side to side while looking both near and far to assess routing and potential conflicts. 

• A safe taxiing speed must be maintained. The primary requirements for safe taxiing are positive control, the ability to recognize any potential hazards in time to avoid them, and the ability to stop or turn where and when desired, without undue reliance on the brakes. Pilots should proceed at a cautious speed on congested or busy ramps. Normally, the speed should be at the rate where movement of the airplane is dependent on the throttle. That is, slow enough so when the throttle is closed, the airplane can be stopped promptly. 

• The pilot should accurately place the aircraft centered on the taxiway at all times. Some taxiways have above ground taxi lights and signage that could impact the airplane or propellers if the pilot does not exercise accurate control. When yellow taxiway centerline stripes are marked, this is more easily accomplished by the pilot visually placing the centerline stripe so it is under the center of the airplane fuselage. 

• When taxiing, the pilot must slow down before attempting a turn. Sharp high-speed turns place undesirable side loads on the landing gear and may 

