SASless:
The inherent advantage to 3/9 is one can see both ends of the blades....thus the liklihood of missing a tiedown left hanging is decreased as opposed to either the 2/7 or 2/8 method.
Point taken! I hadn't really considered the ability to check both ends of the blades before punching the button.
Also...if you cannot see the blade turning by the stated RPM using any position for start you have more problems than blade tie downs.
Well that's kind of my point. If you can't see the blade, how do you KNOW if it's not turning by 25%? And is that important?
Also...if you recall...I said one should visually account for that tie down......and never...never leave the tie down hanging from a blade.
flyer43:
During my student days, and again during my time as a CPL(H) instructor, the idea of placing the blades at the 3/9 position was drummed into me by the Chief Instructor. Pity he didn't always do the double-checking bit himself as one day he started a 206 with the tie-down on, even though the blades were in the 3/9 position!!
Still...the "9/3" procedure takes away the ability to do one of the checklist items, and is no substitute for good, solid procedures such as ensuring the tiedowns are off before climbing in. Then if you do that, it doesn't matter where you leave the blades.
One of my biggest fears in life is leaving the blades of a 206B at 11/5, getting it lit-off and seeing the big, red "PHI pole" tiedown gliding gracefully past my cockpit windows from right to left. No matter how quickly I shut her off and grabbed the brake, would it be quick enough? I rather doubt it. And I don't ever want to find out.