Engine Starting: The Most Dangerous Two Minutes of the Flight (If You Let It Be)

wifiCFI
Jan 1
5 min read

For most GA pilots, engine start feels routine—until it isn’t. A surprising number of close calls, ramp injuries, prop strikes, and runaway-airplane incidents happen in the first couple minutes of the day, when attention is split between checklists, radios, passengers, and “just getting it going.”

This post is a pilot-focused look at safe engine starting habits, plus two special cases that deserve extra respect: external power starts and hand propping.

As always: follow your POH/AFM and your operator’s SOPs. Different engines/airframes have different procedures, and “one-size-fits-all” start techniques are how fires and prop strikes get invited to the party.

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The mindset: treat start like a flight phase, not a chore

A safe start is less about “the perfect prime” and more about risk control:

You’re inches from a spinning prop (or a fan/rotor hazard on other aircraft)
The airplane can move immediately if power comes up or brakes don’t hold
A small mistake can become violent quickly (overprime → fire, wrong switch → unexpected start, high idle → lunge)

If there’s one theme: slow down and protect yourself from surprises.

The “Before You Touch the Key” safety scan

1) Aircraft secured and clear

Chocks/tie-downs as appropriate for conditions (especially windy ramps)
Parking brake set only if reliable (some aircraft have weak/variable parking brakes)
Area around the prop clear of people, baggage, tow bars, cords, and loose items
Doors latched or secured per SOP (to avoid distractions during start)

2) Controls and configuration

Control lock removed (and verify controls free—don’t discover this during taxi)
Throttle friction set so the throttle won’t creep open
Mixture/condition lever and fuel selector set per checklist (and verify the selector detent—don’t “almost” select a tank)

3) Fire and egress readiness

Fire extinguisher accessible (and passengers know where it is)
You know your engine fire on start memory items (or at least where they are)
Don’t block yourself in: keep a path to exit quickly if something goes wrong

During start: keep it boring on purpose

Announce and visually confirm

A good habit: look outside before engaging the starter, then verbally announce:

“CLEAR PROP” (loud, every time—even if you “know” nobody’s there)

Eyes on the tach / RPM behavior

Your job during start is to detect abnormal behavior fast:

Starter engaged too long → overheating/abuse (follow time limits)
Immediate high RPM → throttle too far open or throttle creep
No start / weak start → stop and troubleshoot instead of “just one more try” endlessly

Keep your hand where it matters

Many pilots keep a hand near the throttle during start to manage unexpected RPM
If you’re alone in a busy environment, avoid head-down tasks until the engine is stable

Common start hazards and how pilots prevent them

1) Runaway airplane (lunge)

What causes it: throttle set too far open, throttle friction loose, an engine that idles high when cold, or brakes not holding.

Prevention:

Verify throttle position and friction
Use chocks when appropriate
Stay ready to reduce power immediately

2) Engine fire on start (often from overprime)

What it looks like: smell of fuel, smoke, flames from cowling/intake, reluctant start followed by “whoosh.”

Prevention:

Don’t freestyle priming—use the POH method
If it doesn’t start, pause and reassess rather than adding more fuel blindly
Know the aircraft-specific fire procedure and execute early, not late

3) Prop strike / people on the ramp

What causes it: complacency, distractions, passengers wandering, line staff nearby, starting with someone in the prop arc.

Prevention:

“Clear prop” + visual scan every time
Brief passengers: never approach the prop, never walk in front, stay seated until told

4) Distraction cascade

What causes it: radio calls, passengers asking questions, rushing, checking phone, fiddling with avionics during start.

Prevention:

Treat start as “sterile cockpit”
Avionics setup can wait until the engine is stable and you’ve completed immediate after-start checks

After-start: don’t rush into taxi

Once the engine is running, it’s easy to immediately go “heads down.” Safer flow:

Confirm oil pressure is rising/normal (time matters here)
Verify alternator/charging and other engine instruments
Set a stable idle and ensure the airplane isn’t creeping
Only then: avionics, taxi brief, and movement

External Power Starts (GPU / External Battery)

External power can be a great tool—especially for weak batteries, cold weather, or high electrical loads—but it adds failure points and ramp hazards.

Why external power needs extra respect

Incorrect voltage/current can damage systems (aircraft-specific limits matter)
Poor connections can arc or heat
Cords and carts create trip hazards and can damage the aircraft if moved incorrectly
A GPU can mask an underlying battery/charging problem that you still need to address

Safety practices pilots use

Only use approved equipment and procedures for your aircraft (POH/placards)
Ensure the cart is positioned securely, brake set, and cords routed to avoid the prop and wheels
Connect/disconnect in the correct order per SOP (this is where POH matters—different aircraft differ)
Confirm the external power receptacle door is secured afterward
If you needed external power unexpectedly, treat it as a maintenance clue: battery health, alternator output, parasitic drain, etc.

Big practical tip: Never let the pressure to “make the flight” turn a dead/weak battery into a launch decision. If the airplane can’t start normally, you’re already in abnormal-ops territory—slow down and evaluate.

Hand Propping: High Risk, Low Tolerance

Hand propping is one of those topics that should never be casual. It can be done safely only with the right aircraft, the right equipment, and proper training—and even then, it remains high risk.

I’m going to keep this section safety-focused rather than “how-to,” because detailed technique belongs in hands-on instruction from an experienced instructor/mechanic familiar with your aircraft.

The core risks

The engine can start on the first blade (or unexpectedly “kick”)
A small misstep can put you in the prop arc
The airplane can roll immediately if not restrained
Miscommunication between the propper and cockpit pilot can be catastrophic

When hand propping is especially inappropriate

You are alone
You are not trained and current
The aircraft isn’t specifically suitable/approved for it
Strong winds, ice, uneven surfaces, or crowded ramps
Any uncertainty about magnetos/switches/idle control integrity

Safety principles that must be non-negotiable

Two-person operation is the norm: one in the cockpit, one at the prop—both trained, briefed, and disciplined
Positive restraint of the aircraft: chocks/tie-downs/parking brake per aircraft reliability and SOP—do not rely on “it’ll probably hold”
Clear communication: standard phrases, confirmed responses, no assumptions
Prop area control: no passengers nearby, no distractions, nobody wandering
Abort authority: either person can stop the attempt immediately if anything feels off
After start: confirm the aircraft is stable at idle and remains restrained before anyone moves near the prop

Special caution: magneto and switch integrity

Hand propping is not just about technique—it’s about trusting that the ignition system behaves correctly. If there’s any doubt about mag grounding, switch function, or idle behavior, don’t do it.

Passenger brief: a small speech that prevents big problems

Before you start, a 15-second brief:

“Stay seated with belts fastened.”
“Do not approach the front of the airplane—ever.”
“If I say ‘stop,’ stop talking so I can focus.”
“If you see smoke or fire, tell me immediately.”

Passengers don’t know what they don’t know. You do.

A simple “safe start” flow you can adopt today

Clear area + secure aircraft
Checklist (not memory) for start configuration
Eyes outside → “CLEAR PROP”
Start with your hand ready to control power
Oil pressure / engine instruments immediately after start
Only then avionics, taxi plan, and movement
If anything is abnormal: stop, secure, troubleshoot—don’t “muscle through”

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