On Dec 3, 7:24*am, Mark IV wrote:
“Warm up the engine at 1,000 to 1,200 rpm unless it’s necessary to
reduce rpm to keep from exceeding the oil pressure redline. As the oil
warms up, the rpm can be increased. Allow plenty of time for the
engine to warm up,” Steven W. Ells advised "

“The system, although simple, does have one major downside. In most
light aircraft installations, because the residual heat from the
exhaust is what powers the cabin heater, a leak in the exhaust system
could mean exhaust coming into the cockpit. And that means carbon
monoxide could be entering as well. Carbon monoxide is an odorless,
colorless gas that can incapacitate pilots and passengers,” Alton K.
Marsh said

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Final exam question of the day:

Question: What is the difference between best rate of climb speed and
best angle of climb speed?

Answer: The best rate of climb speed, also known as VY, provides the
greatest gain in altitude in the least amount of time. The best angle
of climb speed (also known as VX) provides the greatest gain in
altitude over a given horizontal distance. The different airspeeds
that either limit or result in specific aircraft performance are known
as “V speeds”—V for velocity. The different V-speed abbreviations are
listed in the federal aviation regulations under Part 1: Definitions
and Abbreviations.

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Mark IV
Koreans have recently brought out their own vegetarian version of an
instant noodle snack. It’s called Not Poodle.

So you're on the runway accelerating: With no significant crosswind,
if it's a short runway this pilot tends to keep the airplane on the
surface to Vx, then applies back pressure to keep it there until clear
of the threat.

If there's a serious crosswind I keep the wheels on the ground until
I'm sure there's plenty of airspeed, then take it off firmly. By the
way, on a wide runway with a lot of crosswind component start your run
not on the centerline but more to the downwind edge of the runway,
when you're within 10 kts or so of takeoff speed you can take some of
the crosswind component away by turning toward the upwind edge of the
runway. 100 feet of useful runway width (say on one whose paved width
is 150 feet) can really change the relative angle of the wind.

On a longer runway back pressure comes on when airspeed reaches bottom
of the yellow, some of it is released when a/s is at Vx. At 50 feet
or so more back pressure comes off, I trim for Vy, then at 500 feet I
trim for cruise climb and when the airspeed is where I want it I bring
the engine back to 25 square.

How do the rest of you guys in complex singles do it?