the position (navigation) lights should also be on. Finally,  just prior to starter engagement, the pilot should always call  “CLEAR” out of the side window and wait for a response  from anyone who may be nearby before engaging the starter. When activating the starter, the wheel brakes must be depressed  and one hand is to be kept on the throttle to manage the initial  starting engine speed. Ensuring that properly operating brakes  are engaged prior to starter engagement prevents the airplane  from rapidly lunging forward. After engine start, the pilot  manipulates the throttle to set the engine revolutions per  minute (rpm) at the AFM/POH prescribed setting. In general,  1,000 rpm is recommended following engine start to allow  oil pressure to rise and minimize undue engine wear due to  insufficient lubrication at high rpm. It is important in low  temperatures that an airplane engine use the proper grade of  oil for the operating temperature range and engine preheat  when temperatures approach and descend below freezing.  The oil pressure must be monitored after engine start to ensure  that pressure is increasing toward the AFM/POH specified  value. The AFM/POH specifies an oil pressure range for  the engine, if the limits are not reached and maintained,  serious internal engine damage is likely. In most conditions,  oil pressure should rise to at least the lower limit within 30  seconds. To prevent damage, the engine should be shut down  immediately if the oil pressure does not rise to the AFM/POH  values within the required time.  Engine starters are electric motors designed to produce rapid  rotation of the engine crankshaft for starting. These electric  motors are not designed for continuous duty and should the  engine not start readily, avoid continuous starter operation for  periods longer than 30 seconds without a cool down period  of at least 30 seconds to 1 minute (some AFM/POH specify  times greater than these given). Engine starter motors service  life is drastically shortened from high heat through overuse. Although quite rare, the starter motor may remain electrically  and mechanically engaged after engine start. This can be  detected by a continuous and very high current draw on the  ammeter. Some airplanes also have a starter engaged warning  light specifically for this purpose. The engine should be shut  down immediately if this occurs. The pilot should be attentive for sounds, vibrations, smell,  or smoke that are not consistent with normal operational  experience. Any concerns should lead to a shutdown and  further investigation. A spinning propeller can be lethal should it strike someone.  Historically, when aircraft lacked electrical systems, it was  necessary to “hand prop” an aircraft for starting. Hand  propping an aircraft is a hazardous procedure when done  perfectly. The consequences of not mitigating the hazards  associated with hand propping can lead to serious injury,  fatalities, and runaway airplanes. All alternatives must be  considered prior to hand propping an aircraft and, when a  decision is made to do so, the procedure must be carried  out only by competent persons who have been trained to  accomplish the procedure, understand how to mitigate the  hazards, and take all the necessary precautions. Even though today most airplanes are equipped with  electric starters, it is still helpful if a pilot is familiar with  the procedures and dangers involved in starting an aircraft  engine by turning the propeller by hand; however, a person  unfamiliar with the controls must never be allowed to occupy  the pilot’s seat when hand propping.  It is critical that the procedure never be attempted alone. Hand  propping should only be attempted when two properly trained  people, both familiar and experienced with the airplane  and hand propping techniques, are available to perform the  procedure. The first person is responsible for directing the  procedure including pulling the propeller blades through.  The second person must be seated in the airplane to ensure  that the brakes are set, and controls are properly exercised,  and to follow direction of the person pulling the propeller.  When hand propping is necessary, the ground surface near the  propeller should be stable and free of debris—loose gravel,  wet grass, mud, oil, ice, or snow might cause the person  pulling the propeller through to slip into the rotating blades as  the engine starts. Unless a firm footing is available, relocate  the airplane to mitigate this dire consequences hazard. Both participants should discuss the procedure and agree on  voice commands and expected action. To begin the procedure,  the fuel system and engine controls (tank selector, primer,  pump, throttle, and mixture) are set for a normal start. The  ignition/magneto switch should be checked to be sure that it  is OFF. Then the descending propeller blade should be rotated  so that it assumes a position slightly above the horizontal. The  person doing the hand propping should face the descending  blade squarely and stand slightly less than one arm’s length  from the blade. If a stance too far away were assumed,  it would be necessary to lean forward in an unbalanced  condition to reach the blade, which may cause the person to  fall forward into the rotating blades when the engine starts. The procedure and commands for hand propping are: • Person out front says, “GAS ON, SWITCH OFF,  THROTTLE CLOSED, BRAKES SET.” Hand Propping 2-13