The pilot hand-propped the engine, boarded the Aeronca 7BCM, and began to taxi. Shortly after, the engine “sputtered and stalled.”
He realized he left the fuel selector in the “off” position. He set the parking brake, turned the fuel on, exited the airplane, and hand-propped the engine again. The engine started and ran at a high rpm. The airplane moved forward and began to spin in circles.
The pilot attempted to get back in the cockpit, however the door had swung closed, and the airplane struck him, knocking him to the ground. The pilot was seriously injured in the accident.
The airplane spun a few more times before hitting a hangar at the airport in Connellsville, Pennsylvania, which resulted in substantial damage to the right wing.
Afterward, the pilot recalled he had forgotten to retard the throttle before attempting the second engine start. The airplane was not equipped with an electric starter.
Probable cause: The pilot’s failure to properly set the throttle and secure the airplane before hand-propping the engine for startup.
NTSB Identification: ERA16CA264
This July 2016 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
For background, I fly an Aeronca L-16A, 7BCM, without an electrical system.
I learned to fly in an Aeronca Chief, which also required hand propping, so I am
speaking from experience.
I tried looking up the exact FAR regarding hand propping but could not find it.
I believe it states that hand propping should only be done with a “qualified operator at the controls”.
Every NTSB report I have read points out that this regulation was not followed.
That’s a nice way of saying “violated”.
I would like to suggest that the actual name of the “hand prop curmudgeon crowd” is the “pilots should be responsible for their choices crowd”. 🙂 Certainly, no one should hand-prop who is not committed to following ALL the well-known precautions every. single. time. no matter whether the process is interrupted or not.
There is no doubt that hand propping a engine designed to operate without a starter does involve a risk to the proper, the aircraft, and nearby property. The magnitude of the risk depends on the skills, knowledge, and experience of the person(s) propping. And there is no doubt that there may be some unexpected risks (e.g. losing footing or a runaway engine due to a mechanical
Issue).
The risks can be almost completely eliminated by always using a process that completely restraints the aircraft throughout the start and follows a routine that
should result in a start up followed by low RPM engine idle until the pilot is at the controls.
Aviation is by its nature a risky enterprise. Our job as pilots is to minimize the risk. Hand propping an engine designed to operate without a starter is a risk that can be reduced to an acceptable level. Prohibition, in my opinion, is neither necessary nor practical.
Yes. “It is ‘perfectly safe’ to hand prop”. There, it’s been restated for the benefit of the hand prop curmudgeon crowd. Now we can rationally discuss the risks and hazards of hand propping an aircraft. And the consequences of one little error. You know, like forgetting to retard the throttle BEFORE swinging the prop, securely chocking and tieingbthe aircraft down, or having a competent pilot apat the controls. 🙂