Get The Lead Out

There is a fundamental reason we perform preflight run-ups and engine checks before takeoff: It is a whole lot better to find problems at 1G, 0 feet agl and 0 knots airspeed than it is while airborne. Making sure a powerplant will work as we intend before taking off is just good airmanship. A good run-up doesnt mean everything is perfect, however, and we train for airborne engine problems, including full use of its controls and instruments.

Mike Hart

Tuesday, March 07, 2017 at 12:00 AM ET

Verified

Key Takeaways:

Pilots must be prepared to diagnose and manage in-flight engine problems, even after thorough preflight checks, as issues like fouled spark plugs can emerge unexpectedly.
Declaring an emergency, even for seemingly minor engine issues that cause uncertainty, is a critical safety measure that provides flexibility and prioritizes a safe landing.
Lead fouling of spark plugs, a common issue in some engines running 100LL, can be largely prevented by proper engine operation (e.g., higher RPM during warm-up/taxi) and can sometimes be remedied by leaning the mixture at higher RPM.

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There is a fundamental reason we perform preflight run-ups and engine checks before takeoff: It is a whole lot better to find problems at 1G, 0 feet agl and 0 knots airspeed than it is while airborne. Making sure a powerplant will work as we intend before taking off is just good airmanship. A good run-up doesn’t mean everything is perfect, however, and we train for airborne engine problems, including full use of its controls and instruments.

Sometimes, though, the problems we’re looking for don’t reveal themselves when it is convenient for us, and we have to diagnose engine issues in the air. Urgently. And fly the airplane at the same time. It is not a comfortable experience. I was recently reminded of this while flying with a fellow pilot, whom I’ll call Roger, who simply needed some instrument dual in his Cessna 182.