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assurance people need to be a little more careful. Keeping
track of tools is basic.
■ ...The engine would not turn over. The prop was
probably up against the compression/power stroke and
either a weak battery or starter was unable to move it “over
the hump.” This had happened before, so I turned off the
ignition, battery, and alternator switches and got out to
hand pull the prop through.... When I pulled it, I heard
the engine fire up. I jumped and ran from the prop before
it could hit me. The plane began to move forward. I ran
around to get in and shut it down, but the door had blown
closed. I was unable to open the latch while running and
holding the strut. I finally fell down and did a flip on the
tarmac. The plane moved across the airport about a halfmile
to the airport boundary.... There was a drop-off along
the fence line... where the nose dug in. The airport
manager was jumping in his truck as I ran up, so we
followed the plane until it stopped. The ditch had about a
foot of water in it. I waded out, got in to ensure the
switches were off and turned the fuel tank selector off....
I had not set the parking brake nor chocked the plane. The
throttle was cracked for start.... Don’t trust the ignition to
be off just because the switch is in the OFF position. More
obviously, set the parking brake prior to a “pull through”
as well as before start. Basic stuff.
Of course the pilot did not expect the aircraft to start
while he was out of the cockpit, which is why it pays to
always follow basic prop procedures: Before moving a
propeller, ensure that the mixture is at idle cutoff, the
magnetos are off, the key is removed, the master switch is
in the off position, the parking brake is set, and the
aircraft is chocked.
Taxi Basics
Although technological advances introduce new
procedures, most of the basic principles of aviation remain
the same. As this CL65 crew learned, those quaint old
basics that applied to 20th century flying machines and
airmen still apply in the 21st century.
■ The Captain was the pilot flying. We were cleared by
Ground Control to taxi from Gate 1 to Runway 20. I
reviewed the airport diagram, advised the captain of the
taxi route, and then proceeded to input takeoff data in the
FMS. The next thing I heard was ground calling for us to,
“Stop right there.” I looked up and saw that we were
headed to Runway 14 and were about to cross Runway 20
at Taxiway D. We should have been on Taxiway N.
Fortunately, there were no other aircraft around.... We
turned the aircraft around then used the correct taxiway.
The Captain had not been here recently (neither had I), but
it really isn’t that complicated. I was pretty busy with my
head down loading data into the FMS (no excuse). But for
a very alert ground controller, we would have taxied across
an active runway.... Things get pretty busy in 21st century
aircraft, but you still need to pay attention to the basicswhat
you are doing, and where you are going!
Start Basics
The pilot of this C182 learned the hard way that there is a
basic principle that should be followed when starting any
aircraft: No aircraft engine should be started or allowed to
run unless a competent operator is at the controls.
Takeoff Basics
This C310 pilot’s experience shows just how easy it is to
let a preconceived notion and a bit of complacency
interfere with basic operating procedures.
■ I landed on Runway 1...dropped someone off, and
immediately called the tower to say that I was departing
again. I was expecting Runway 1 and began taxiing
toward the end of the ramp. The tower gave me taxi
instructions which I read back (still mentally fixated on
Runway 1). Although I rea d back the taxi instructions, I
didn’t really listen to them.... As I approached Taxiway A
(which was on the way to Runway 1).... The controller said
to stop right there and hold short of Runway 25, which I
did.... The controller then said, “Cleared to depart
Runway 25 at Taxiway A.” I was mentally sorting out my
confusion... saw that a left turn onto the runway was
aligned with my landing on Runway 1, proceeded to turn
left onto Runway 7, and departed. Once airborne, the
controller informed me that I took off from the wrong
runway. This is the second time I’ve noticed that I “let my
guard down” on the Part 91 leg of a Part 135 day. This
incident has reinforced my efforts to “get back to the
basics,” the same basics that I learned as a private pilot
and the same basics that should apply no matter who you
　
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