This question is about whatever aircraft you’re current in. If it’s a Cessna 172, then for a 172. If it’s a Boeing 757, then for a B 757, etc.
You’re in your aircraft and it’s parked and completely shut down. NOTHING is on, not even the red emergency exit signs (if it has those) is lit. It’s parked facing the tarmac and there are no stairs/ladder/jetway attached. The doors are closed, there are no chocks, and you’re not hooked to any ground power or support. The batteries are fully charged and you’ve got all the fuel, hydraulic fluid, oil, and/or any other consumable stuff you need.
How many flips of switches do you have to do, how many times do you have to turn a knobs, how many times do you have to push a button, how many times to you have to move a lever, etc. before you’re ready to start taxiing?
Let’s not count whatever you might have to do to adjust the seat to the best position for you or buckling up.
Moving a switch from Off to On counts as one flip. Moving a switch from On to Start counts as another flip. If the Start position is spring loaded to return to On, that doesn’t count, but if you have to manually return it to On, that’s a 3rd flip. If you have to turn a knob to 3 different positions, that counts 3 turns.
Dialing in a frequency on a radio only counts as one turn as long as it’s done on just one knob.
depends on type of airport. This is for a single engine plane with gravity feed carburetors and no flaps.
Preflight:
1,2,3,4 (4) fuel drains tested for water and debris
5,6,7,8 open cowling latches
9 remove dip stick to check oil
10 install dip stick
11,12,13,14 close cowling latches
15 main bus switch on
16 mag switch on
17 outer marker lights on
18,19,20 engine primes
21 carb mixture full rich
22 throttle position set
23 fuel selector to left tank
24 radio bus on
25 radio frequency adjustment
26 radio frequency swap
27 2nd radio frequency adjustment
28 elevator trim set
29 altimeter set
30 directional gyro set
31 rotating beacon on
32 engine started
33 transponder to standby
34 switch to ground frequency
35 transmit to ground
36 transmit to ground repeating instructions
37 brakes released
prior to takeoff:
38 elevator check
39 airleron check
40 rudder check
41 frequency change to tower
42 call to tower
43 repeat instructions to tower
44 set transponder frequency
What got me thinking about this was an article I read on Cracked.com about mistakes movies make about airplanes, and one of them was how movie pilots jump in a plane, flip a couple of switches and they’re ready to go aviating. Cracked says it can take 15-20 minutes to get an aircraft ready to go.
Too many to list from memory. I got to 26 and had only just got electrical power to the aircraft from the APU and powered up the avionics.
There is a big difference between what we actually do and the minimum you need to do to get going. There are a lot of things that are checked once a day that could be missed and wouldn’t affect the flight.
It really depends on what you are asking about, real life, or a close approximation to a vanishingly rare emergency, as in the movies. On all of my flights so far, I do the safety checks & a bit more. So in real life, look at the Cessna 172 list above and that is very close to what I do. I have never timed it. It takes as long as it takes.
In an imaginary emergency where I need to get airborne NOW with no time to lose, & all of the tethering ropes, dust covers, chocks, & gust locks are removed: 4 total.
Master-switch, on. In theory, I could skip this one, but IRL my finger just does it first.
Ignition/key, on both.
Mixture, 3/4 rich. (I live in the mountains.)
Pull to start.
Taxi.
Unless the runway is in imminent danger of flooding or some other quite unlikely scenario, I do all of the check lists and then some. I am paranoid that way. Hey, it works, I am still alive, and all of the planes that I have flown are able to fly again.
Definitely true. I watched that recent one about the drunk pilot and the pre-start sequence was way too brief. Sure you need to take short cuts for the sake of telling a story but you can still indicate that checks have been done without showing every little detail. I got the impression that the captain in the story essentially sat down, had a quick chat to his nervous FO, then started the engines. That raised my eyebrows a lot more than many of the other things he did.
I need 30 minutes from walking on the aircraft, to getting push back or starting the first engine. That’s with the aeroplane already powered up by engineering, and the daily inspection done by engineering. This is for an Avro RJ which is at least a generation old and British so procedures are antiquated at times (e.g., some airline pilots of more modern machines don’t use paper approach charts.)
That time can be broken down as follows:
Captain:
5 minutes: get in adjust seat, get approach plates out and organised, read the maintenance release and check that the aircraft is legal to fly from a paper work perspective.
5 minutes: turn brake fans and ice detector on, get out and do a walk around.
5 minutes: Flipping switches. Includes checking gear pins are stowed, flight library on my side is complete, oxygen mask works, goggles present, cockpit voice recorder works. Check emergency brake, hydraulics, take-off configuration warning. Check rudder and aileron trims for free movement and correct position. Scan of entire overhead panel checking that every switch is in the correct place. (FO has finished here so all should be set.) Check my own instrument panel is set up correctly.
FO:
10 minutes: Get in, adjust seat, get approach plates out and organised, conduct power on safety checks which are a check of every aircraft system that can be checked from the flight deck. I won’t list it because it is long and I can’t remember it because I haven’t done it for several years.
5 minutes: Set up navigation aids and prepare the take-off performance data.
At this point the FO and Captain, who had been working independently, come together. The cabin crew should have finished their checks and be ready to board the passengers. Passenger boarding commences 15 minutes prior to push back or engine start.
Capt and FO:
5 minutes: Check the take-off performance data prepared by the FO then set the speed bugs, engine power settings and assumed temperature for take-off. Check the flight and engine instruments for any errors. Enter the flight-plan into the flight management computer.
5 minutes: Get an airways clearance then set the transponder code and initial assigned altitude. Brief the cleared departure procedure then enter the procedure into the flight-plan in the FMC if applicable. Brief the actions in case of a performance loss or major problem during take-off.
5 minutes: Complete checklist to check that we’ve done everything I’ve just listed. #1 cabin crew advises passenger numbers which are checked against the weight and balance information given by the ground handling agent. Doors closed. push back requested if applicable. Capt does the following: Fuel pumps on, start master on, start select to engine 4, brake pressure checked. FO: beacon on, transponder / TCAS on, APU air off, air conditioning packs off. Then “starting checklist” to check we’ve just done those last items.
Finally at time 0 we contact ground advise ready for start and clear to push. Then we are off.
In reality I’m normally in the aircraft 45 minutes before departure and take things at a more leisurely pace. When the last passengers are boarding I probably have my feet up on the footrests and am reading Facebook or the SDMB.
None of this time includes time for checking the weather briefing and filing a flight-plan which is all done before we leave the crew room.
I’m not a pilot at all and this is a bit off topic, but I read a memoir a couple of years ago written by a retired WW2 Hurricane pilot which was called Take Mary to the Pictures.
The title was the start of a mnemonic for recalling the pre-flight checklist they used - Trim, (fuel) Mixture, (propeller) Pitch, Fuel, Flaps. I don’t know how many steps each of these procedures took but I expect it was a shorter, quicker process than it is today!
The full mnemonic was Take Mary to the Pictures for Fun and Frolics. (Or, he admitted, a different ‘F’ word at the end!)
There was an “Alert 5”, a 5 minute alert status in which the plane is manned, armed and fueled, preflights done. This was a Cold War practice, now it is more an Alert 7.
Since I am already in the airplane, I will assume that I have completed the pre-flight inspection. So, going from memory for a C182 since I do not have a checklist in front of me, and ignoring things that I don’t have to move as they should already be in the correct position…
Mixture rich (1 move)
Prime. This involves twisting a knob, pulling out a plunger and pushing it back in 3 times. (8 moves).
Throttle open just a tad. (1 move)
Master switch on. (1 move)
Turn ignition key. (1 move)
Throttle to keep RPM correct. (1 move)
Lean for taxi (1 move)
Avionics switch on (1 move)
Tune ATIS on the 2nd radio by moving two knobs (2 moves)
Activate the ATIS frequency (1 move)
Make the second radio active (1 move)
Make the primary radio active (1 move)
Set the correct altimeter setting (1 move)
Tune Clearance Delivery on the radio by moving two knobs (2 moves)
Activate the CD frequency (1 move)
Click the push to talk to call CD (1 move)
Click the push to talk to read back to CD (1 move)
Set the transponder (5 moves)
Tune Ground on the radio by moving two knobs (2 moves)
Activate the Ground frequency (1 move)
Click the push to talk to call Ground (1 move)
Click the push to talk to read back to Ground (1 move)
Turn on taxi and nav lights (2 moves)
So: 38 moves.
I have probably forgotten something - that’s why we use checklists.
START:
Prime … 9x (COLD START), 4x (HOT)
Throttle Open … 1/4-1/2"
Master Switch …ON
(Yell “CLEAR”, then “CONTACT!”)
Starter …ENGAGE
Mag Switch after 2 blades- … BOTH
Mixture as engine fires- … ½ OPEN
Oil Pressure @idle rpm … 10psi MIN
Prop … after 1 min. or 10 psi min oil press…FULL INCREASE
Idle for Warm-Up(40°C)…800-1000 rpm
Starter Switch …OFF (Guard DN)
After start:
Radio Master Switch ------------------------ ON
Radio/Intercom/Transponder-----ON/ON/STBY OR ON/ALT
Before takeoff and runup:
Flight Controls -------------- FREE & CLEAR
Mixture -------------------------------------- RICH
Throttle (oil press 55-90psi) --------1900 rpm
Mag Check -------------------------COMPLETE
Prop -----------------------------------------CYCLE
Carb Heat --------------------------------CHECK
Trim ------------------------- SET for Takeoff
Seat Belts/Harness ------both cockpits SECURE
Transponder ----------------------------ON/ALT
As others have said, there’s a huge difference between what we do every day and the bare minimum to get airborne on a sunny day completely ignoring all the legal niceties.
Bare minimum for the B767: From a dead airplane I can have full electrical in 3 switch actions. Cutting many corners I can have 2 engines running with 6 more. 3 more switch actions, release the parking brake and I can taxi. Move the flaps to takeoff setting and we’re ready to fly.
From sitting in the seat at a dead start it takes about 30 seconds to get electrical and pneumatic power, then about 45 seconds per engine to get them running, then we be movin’. Then ~20 more seconds for the flaps to settle in position & we’re goin’ flyin’. We could shave 5-10 secs by starting the takeoff roll while the flaps were still moving.
That leaves a *great whackin’ bunch *of stuff undone, but mechanically speaking it will fly just fine in that condition. Once airborne and the race is over, I’d crank in another dozen or so switches or knobs to get closer to a normal systems configuration for flight. We’d be mostly crippled navigationally, but that’s the cost of being in a hurry.
On a regular work day, the aircraft prep process takes 20 minutes for two experts working steadily. Not everything is manipulating the machine; in addition to that we also have a lot of administrivia, getting out books, preparing computations, comparing various printouts, etc. Plus coordinating with the gate agent / jet bridge operator, the flight attendants, and the ground crew.
We normally feel comfortable getting aboard about 40 minutes before scheduled push time. If we don’t get aboard until 30 minutes prior, odds are we’re going to be late pushing back. We work quickly, but we never hurry.
I never did AD alert as such, but the fighter I flew was used in that mission and we occasionally practiced the procedures.
At the start of the alert shift the airplane is fully prepped or “cocked”. This takes 15-20 minutes. Then we leave it sitting there powered down but ready. Once alerted we could be moving about 3-1/2 minutes after we first touched the airplane again.
Even with help, getting strapped in properly was a chore to get done in the time while waiting for the airplane to be ready to move. It’s really a mad flail.
It’s just three switch flips to get the airplane waking up, then you strap in. Once you’re strapped in and the ground crew has pulled the ladder away, put fire to the engine and 30 seconds later we’re ready to fly.
Cessna 172
[ul][li]Key in the ignition[/li][li]Circuit breakers: In[/li][li]Mixture rich[/li][li]Carb heat cold[/li][li]Prime as required (usually one squirt, sometimes two)[/li][li]Throttle open ½ inch[/li][li]Master switch on (one move for the master and alternator split switch)[/li][li]Shout ‘CLEAR’ out the window[/li][li]Ignition to START position, then BOTH position[/li][li]Throttle 1,000 RPM[/li][li]Check oil pressure[/li][li]Avionics on. This could be as simple as turning on the Avionics switch, but you may have to turn each unit on individually. On dad’s plane there were two radios, the transponder, and one of the VORs (the NAV 122).[/li][li]Transponder to STANDBY. Turn to ALT before takeoff.[/ul][/li]That’s if you’re being followed by zombies and need to get away. (Or perhaps you’re at a private strip without zombies.) Oh, and if it’s dark you’ll want to turn on your rotating beacon and nav lights, and probably/possibly your taxi light. (It’s good practice to turn the lights on – even during the day – before starting the engine, so that people can see there is an active aircraft.) At an actual airport you’ll need to tune in ATIS and get the current information. Tune to the Ground Control frequency and key the mic. Tell them where you are and where you want to go. Un-key the mic. Ground will respond with taxi instructions. Key the mic. and repeat the instructions, then release the key. That gets you to the point stated in the OP (‘ready to start taxiing’).
Taxi to the run-up area and then…
[ul][li]Hold the brakes[/li][li]Doors and windows closed and locked[/li][li]Fuel selector on BOTH[/li][li]Flight controls free and correct (ailerons, elevator, and rudder move freely and in the expected directions)[/li][li]Throttle 1,700 RPM[/li][li]Right magneto check (turn ignition key to R, note RPM drop, then turn key back to BOTH)[/li][li]Left magneto check (turn ignition key to L, note RPM drop, then turn key back to BOTH)[/li][li]Carburettor heat check (pull knob out, note RPM drop, push knob in)[/li][li]Check engine instruments, ammeter, and suction gauges[/li][li]Throttle 1,000 RPM[/li][li]Set altimeter[/li][li]Set directional gyro[/li][li]Set artificial horizon[/li][li]Release brakes[/ul][/li]Next, after positioning yourself short of the runway, you’ll need to switch to Tower frequency. Key/talk/un-key to tell the Tower you’re ready for takeoff. Acknowledge (key/talk/unkey).
I’m not current in helicopters, but here’s the procedure for a Robinson R22. The procedures for a Schweizer 300 (military designation, TH-55) are similar.
[ul][li]Fasten seat belts[/li][li]Fuel: ON[/li][li]Cyclic friction off[/li][li]Collective friction off[/li][li]Cyclic, collective, and pedals have full, free travel[/li][li]Collective: Full down[/li][li]Cyclic: Neutral[/li][li]Pedals: Neutral[/li][li]Landing light: Check OFF[/li][li]Carb heat cold[/li][li]Mixture rich[/li][li]Mixture guard installed (this is a clear plastic tube that you put over the mixture knob so you don’t accidentally pull the mixture to IDLE-CUTOFF in flight)[/li][li]Primer in and locked[/li][li]Clutch disengaged[/li][li]Rotor brake disengaged[/li][li]Altimeter set[/li][li]Twist throttle for priming[/li][li]Throttle closed, or opened very slightly[/li][li]Master and alternator switch ON[/li][li]Check area and shout ‘CLEAR!’[/li][li]Strobe light and nav lights ON[/li][li]Ignition START, then BOTH[/li][li]Check Starter-On light OUT[/li][li]Set engine RPM to 50% to 60%[/li][li]Engage clutch (this is a multi-step process in the Schweizer)[/li][li]Check that the blades are turning in less than five seconds[/li][li]Check oil pressure in the green within 30 seconds[/li][li]Avionics ON[/li][li]Put on headset[/li][li]Wait for the clutch light to go out[/li][li]Throttle 70% to 75% RPM[/li][li]Engine gauges in the green[/li][li]Right magneto check[/li][li]Left magneto check[/li][li]Carb heat check[/li][li]Sprag clutch check (reduce the throttle to ‘split the needles’ and make sure the freewheeling unit works in case of a power failure)[/li][li]Doors closed and latched (if installed)[/li][li]Check MAP chart (Manifold Absolute Pressure chart) for allowable manifold pressure under current conditions[/li][li]Governor on (usually; you should know how to fly without it)[/li][li]Collective friction off[/li][li]Cyclic friction off[/li][li]Raise the collective and reduce the throttle to check low RPM warning horn[/li]Set throttle for engine and rotor RPM 100%[/ul]
This is the stuff I associate/wonder about in movies. Fits with the “oh my God what a hero I could be” and the quick escape, like in “Midnight Run.”
It’s surprising how many people, including me, want to know how to turn the damn thing on. Me, it always seemed it would be like from Batman, press button see exhaust roar into flame. Easy-peasy.
Speaking of turning things on: Turning things off.
It takes about five minutes to shut down a Robinson or a Schweizer. You need to let the engine cool down a bit, disengage the clutch, and so forth before you can turn the engine off. And turning the engine off is a piston-powered aircraft is not like turning the piston engine in your car off. In a car, you turn the key. In an aircraft, you pull the mixture control to IDLE-CUTOFF. That is, you’re leaning the mixture to nothing and starving the engine of fuel. (Imagine if there’s fuel in the carburettor, there’s a faulty magneto connection, and someone decides to turn the propeller. :eek: ) Only after leaning to cutoff and the engine stops do you turn the ignition key off and remove it, then turn off the master switch. Of course there’s a little more involved in shutting down an aircraft, and of course there’s a checklist.
This is quite true. I can start and taxi in 5 seconds and set the gauges in the air. And I’ve done that to beat a storm. Better to get out of dodge than to try and stake a plane down with 60 mph winds advancing on you. I had the tower ask me if I wanted to return because a wall of rain was at the opposite end of the airport as I lifted off. Um thank you no. I’m pretty sure I can outrun a tail wind and it’s blue skies ahead of me.
I’ve watched 747-8’s finish their checklist and set flaps as they taxi by to make a deadline. But they’ve been sitting in the cockpit waiting for the L1 to close so the pre-flight stuff is done. And it’s already been said, that’s what checklists are for.
So narrowing down to the original question, for “action movie” heroics, it sounds like the main limitation for starting the bigger jets like a 767 is the spool up times for the engines.
I don’t suppose there’s a way to short-cut that, such as starting both engines at the same time? Is that even possible or does the electrical system not have enough capacity to perform such an action?
I remember reading the B-52s have a solid rocket motor “start cartridge” that injects hot gas into the engine to get them to start up in under a minute, and they could do this to all 8 engines simultaneously.
There’s a horde of zombies/bad guys after you, so you need to get the aircraft moving pronto. Assume the 767 is in good condition and if you don’t get it going the baddies will kill everyone on the plane anyway.
I can’t find a cite for this, but IIRC at the lowest point of the Cuban Missile Crisis, there were B-52s with their engines idling so the crews wouldn’t have to waste time if the order came down. (Also to the point, there were planes in the air continuously.)
