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Check. I fly with the headlamp as well.

Not really, no. The question at hand is should the pilot validate all of the engine instruments while accelerating for takeoff. The book answer is yes. Great. Pass the checkride, go home. Then there is the reality. The Cherokees I fly have really dim panel lighting, with the engine instruments...

That particular bit came out of a hypothetical case that mscard88 and myself had pushed a bit too far. In retrospect we should have stopped at "it depends". I do appreciate the input from people that had provided their takeoff checklists. I'll work on bringing those into my routine.

The way I was taught was to just lighten up the nose when she is ready and she'll fly off on her own. For normal takeoffs I steal the glances on the ASI during the acceleration and make the nose light when it gets to that 50-55sh zone on the Cherokees and she'll fly when she is ready. When she...

I knew someone was going to bring this up! Don't stop there, please expound!

I know it is difficult to imagine, but we are working on the same safety thing here... You are doing it in the manner that is appropriate to where you are now in your curriculum. Minus the submissiveness and the "holier than thou", evident in your remarks.

Long time listener, first time caller. You'd be wrong.

No sir. No magic spells on my checkride. I was not taught any verbalizations on takeoff. If I were, I wouldn't be asking the question, I guess, or I'd be asking it differently. Maintain directional control, look out, keep the hand on the throttle, that's about it, AFAIR. The main beef is the...

modern pharma says it's ain't no big difference any more.

You know, the more I think about it the more I realize that this is a personality thing. Everyone has their own risk management strategies, rooted most likely in their personality traits and life experiences. you'll go for the trees hoping to stay safe in your cocoon while i'll probably take a...

I understand IMC is different game altogether. While you have more protection against other traffic, due to airspace reservation, correct ASI/VSI/AI operation is essential for the safety of the flight. I'll get there, maybe even this year, cross my fingers. So then your point is do the ASI...

Not in the hypothetical situation we were discussing. If you abort you are virtually guaranteed injury or death. If you continue (remember, engine is pulling normally and all you have is zero OP reading) with takeoff you'll have a choice to do a 180, do a full pattern or (rather unlikely) go in...

Sorry, but you've got it all wrong. FAA says you and you alone (PIC) are responsible for the safety of the flight. Can't hide behind "authority argument" here :) You alone get to decide what is safe, and face the consequences for the decision. FAA in turn allows you to break every single rule...

The engine will be fine for quite some time. It is not that easy to kill. Parts are lubricated. The oil film will stay for a bit. But you do it your way, and I'll do it mine. Let me ask you a question in turn. You loose OP reading, how do you know it is the OP and not the gauge at fault? Why...

Learn about engine lubrication, you'll find things that will surprise and educate you.

Depends on the situation. If it is takeoff vs going into the trees/fence at the end of the short runway I'd go for takeoff. Remember that OP was checked on runup?

I know the TOMATO FLAMES. My point was not the legality but rather the safe operation. VFR without ASI is safe, albeit illegal.

You can run an engine without OP for some time. Probably quite a long time, if we are talking your typical naturally aspirated 4,6 cyl Lycoming or Continental. Remember you've checked OP on runup, right? Why bother with the second check on takeoff? Now fuel starvation is whole different level of...

Well, pilots are like doctors, in that they do things the same exact way every time. Cause the safety is in following the protocol in either ultra conservative endeavor. Hence the quest for a perfect protocol...

I do (check the ASI). I am PPLd with fairly short hours (about 200TT). I am at the point where the routine aviating tasks are more or less habitual and I can pay some attention to analysing/questioning my cockpit "habits".