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52    U.S. CIVIL AERONAUTICS AUTHROITY 

The sensing of the exact amount necessary is something that comes only with experience. 
  Should the engine fail to start the student must always cut the switch immediately and call Switch off. He must be impressed with the necessity of never calling "switch off" unless he has actually cut the switch off or has checked and is absolutely certain that it is off. 
  If the engine is to be started by the propellor being swung, this procedure is a little different. After the engine is primed eh should check the switch and call Switch off -- throttle closed. The person swinging the propellor will repeat this after him and then proceed to draw in the charge. After calling the above the pilot must not touch the switch or throttle again until the person swinging the prop calls contact. The pilot will then call Contact and then turn on the switch, never in the reverse order. 
  This procedure is to be followed until the engine is started. Of course, in cases of flooding, ect., the procedure will be varied with the throttle but the "all clear," "switch off," and "contract" calls are always the same, and the student must understand the sequence of the procedure thoroughly and understand the serious importance of being absolutely certain that he calls correctly, and that the controls are as he says they are before he calls. 
  Too much importance cannot be attached to this. The ling list of serious injuries and deaths from propellors show that all too frequently the pilot has failed to observe one of the foregoing rules. 
   There is also a long list of accidents due to failure to turn on the gas or failure to see that it was on. Almost every pilot knows of one or more instances of this carelessness. 
  The students should be instructed with regard to factors to be considered in choosing a place to start the engine. Too many careless pilots start their engines with the tail of the ship pointed in the hangar door, toward parked automobiles, or toward a crowd of spectators. This is not discourteous and thoughtless, but often-times results in much serious damage to the property fo others. Such actions are on the same plane as those of the automobile driver who deliberately goes out of his way to drive at high speed through a mud puddle, splashing innocent parties standing in proximately to it. 
  The ground or surface under the propellor should be solid, a smooth turn or concrete if possible, for otherwise the propellor will pick up pebbles, dirt, mud, cinders, or other loose particles and hurl them backwards not only injuring the rear of the ship but oftentimes inflicting various degrees of injuries to the propeller itself. The inseption of the leading edge of almost any propeller which has been in use for any period of time will show the result of neglect of this precaution. 
  The student should, of course, be thoroughly instructed in the use of any particular starter with which he engine is equipped, and any peculiarities of the engine that must be taken into consideration in starting. These will more or less come as a matter of course, with experience, as he hoes from one aircraft to another, but the safety precautions and the courtesy requirements always remain the same and the fundamental importance of strictest adherence to each and every one of them cannot be too thoroughly impressed on his mind.