Which is started first depends on several things, including the configuration of the airplane (what pumps and accessories are on what engine, for example), and the operation involved (two engine taxi vs. four engine taxi, etc).
Generally I always started 1, 2, 3, and 4 in that order. In aircraft with inboard engines having hydraulic pumps, then inboards first, or alternating inboards first.
When taxiing on two engines, usually inboards only, and with short taxi's, then all four engines turning to warm up in the short taxi distance available.
Am I right in assuming DC-ATE's sequence has to do with pax-ops and a port loading and unloading format, at times with engines turning
Yes. And the sequence I gave was for 'Normal' ops. Obviously, there's always exceptions. I have NEVER seen a sequence of 1, 2, 3, 4, however, as someone stated, except the 'default' Flight Sim way, but I thought we were talking "real" here.
When I was on the DC 6 we started inboard,outboard (same side)inboard,outboard (other side). An inboard was always started first because that is where the hyd pumps are. The order could be 3,4,2,1 or 2,1,3,4 at the captains discretion. A factor was whether the captain started all engines or whether the captain started the right wing engines and the copilot started the left side engines (the better way IMO). In the later case the convention at my company was 3,4,2,1.
DC-6/7 types were normally started 3-4-2-1. Hydraulic pumps on two and three. In addition, and this could be quite important...in the event of a fire whilst starting, starting the inboard engine first on four engine types provided better access for the fire guard.
And...to anticipate the next question, if hydraulic pumps were on engines two and three, what accessory was driven by numbers one and four? Among others...cabin superchargers (roots blowers).
Normal start sequence of both Gulfstream 1 and Fairchild/Fokker F-27 was 2 - 1, however both manufacturers recommended you occasionally start out of sequence to verify the operation of the de-icer boot suction.
Location: Kerikeri, New Zealand or Noosa Queensland. Depending on the time of year!
"Any one know the standard engine startup order used on the Propliners ( DC3, DC4, DC6)? I'm sure it wasn't a straight 1-2-3-4.
What about the startup order in modern 3 & 4 engine jets."
As you can see from the replies above there is no fixed sequence - it depends on your companies SOPs, as is often the case when you ask these kind of questions. When I flew DC3s it was number 2 engine first allowing the pax door to remain open until the last minute. (The traffic officer had to exit through that door) When I flew 747s it was 1234
I'd be curious to know just what aircraft had that starting order. I flew the Connies, DC-6/67, and NEVER saw that order. But the initial question related to piston aircraft.
Among others, the PB4Y-2...which we typically started 1, 2, 3, and 4. Sometimes just the inboards, sometimes all four, sometimes the inboards then the outboards, sometimes for variety we'd start from the right and work left, and sometimes from the inboard working out. However, generally we'd start far left and work right, 1, 2, 3, 4. Most others operating alongside us, which included DC4's, DC6's, and DC7's, did the same.
In the C-130, we operated typically 1, 2, 3, and 4, but also frequently started or taxied on just the inboards.
Don't know what C130 you flew Guppy, but on the A, E and H models I operated on we started #3 then #4 followed by GTC/APU shutdown then started #2 followed by #1. (On "A" the GTC doors were manually closed. Guess the "E" and "H" just followed the traditional way). L/M aboard, "Doors closed/Checked" Tristar as #2 first then #3 and #1. Pretty sure the B707 and B747 Classics we used same as C130.
I operated on the A model C-130, and we started 1, 2, 3, and 4 in that order. If we taxied on 2 engines, then 2, 3, in that order. We also operated our GTC until takeoff, it had no doors, and we had no limitations on operating it in flight, if necessary. Our A models were not the same as yours.
We had different motors, different propellers, a GTC upgrade, and other significant airframe differences and modifications.
On the 747 we operate 1, 2, 3, and 4, save for occasions when we taxi on only the inboards...in which case we do 2, then 3.