This is going real well...no pissing matches yet. :D

I'm off to Newfoundland for a week so will not have regular internet access...

....but before I go here is another one.

I was stuck all by myself on a remote lake in northern Quebec many moons ago with a Beech 18 on floats and a fu.ked starter.

I managed to start it with a rope....

So churn that one around and figure out how I did it.:E

>was stuck all by myself on a remote lake in northern Quebec many moons ago with a Beech 18 on floats and a fu.ked starter.

I managed to start it with a rope....

So churn that one around and figure out how I did it.<

Chuck

Let me guess !

you tied the long rope to the back of a speed boat and the other end to the Beech18 on floats.

Speed boat careered down the lake at full throttle with the aircraft in tow on the rope.

On reaching rotation speed you took to the air and then did an airstart.

You then became the tow plane with now the speedboat attached to you.

You and the speed boat were seen climbing into the distance with behind the speedboat a water skier who you both had forgotten about who himself was also attached to a rope.

The water skier caught his ski as you all cleared the distant shoreline on a washing line outside some busty blondes home.

You, The speedboat, the water skier and thirty yards of washing line draped with all manner of naughty underwear vanished into the distant yonder.

Did I get it right ? ;)

Pace

Flying pram

>Loads of great sounds? From a Jet??? Come on now, impressive they might be, but no Jet or Turbofan will ever sound remotely as good as a big piston engine at full whack. And older jets didn't have the luxury of FADEC, so there's a bit more than just pushing a button and letting it do it all for you.<

My response was humorous not serious :-) but having said that I think a jet engine starting up sounds great.

Iin the one I currently fly we do not have the luxury of fadec. No there is not a lot to do other than pressing the button :-) Moving the thrust levers and monitoring the start sequence.

Pace

During my Twin Otter flying of long ago, it was a stated procedure to start the engines with the propellers tied to the wing struts by a rope. I was never in a situation where we had to do this. I think that the manual mentioned something about untying them before attempting takeoff.

Pilot DAR

Use an elephant to pull the rope.

If an elephant is not available, substitue a pair of any appropriately sized beasts.

Incidentaly it's not outwith the realms of the average Pilot to be able to afford to fly one. I looked into it recently and there are quite a few places in the USA and elsewhere in the world where one can either just pay to have a quick shot or indeed do a course, either a full type rating or just a second in command rating, it wasnt that expensive really. I fully intend doing so as it will look great in the logbook, even if you never really get to fly one again, it's a real classic that won't be around forever. It's got to be up there with a Tiger Moth, Chipmunk, Bulldog etc for aircraft to fly at least once.

It was Lac du Delasse on the Montmorency River.

Chuck tied one end of the rope to the aircraft and let it drift downstream. When he got to the top of the Montmorency Falls (which are higher than Niagara) he jumped off and tied the other end of the rope to a tree. He then set himself up, engines primed and ready to go. Once he was ready he untied the rope and let the aircraft drift over the falls. He pointed the nose down and once he'd picked up airspeed he airstarted the engines - simple really.

http://www.wordtravels.com/dbpics/co...ontmorency.jpg

Chucks` little problem; Ans.1. remove fu..ed starter-assuming and being a professional bush pilot you will have tools...! Start good engine,and set low idle;remove starter from good engine,and fit to other engine; start other engine;recalculate wt.& c of g for starter removal,and complete all paperwork; the rope ?should have been tied to you and aircraft in case you fell in water !!
Ans 2; A la DC3,with variation,or a twist !; prime and set `bad` engine,run rope around spinner/hub in direction of rotation;run and secure other end under tension around good engine hub; leaving fuel/mags `off` on good engine,crank it over,so it may start `bad` engine. Repeat as necessary,until a) it starts b) you`re knackered c) the batteries are flat.
Ans3. You`ve just remembered the `hand-cranking` handle that you have /or,sod`s law, you`ve left behind !!
Ans 4.You could start the good engine,taxy out in the lake ,and attempt to go round in circles to get a windmill start !!

I have actually swung a Dak prop Twice! Port engine starter motor failed on a night mail run. Used a brown line, put a hoop in the end & rotated the prop backwards to the 11 o' clock position. Did a dummy run to make sure it came off in the 4 O'clock position, it did! Manually pulled 9 blades whilst captain primed the engine. Put the line back on got a second Volunteer to help run with the line, Thumbs up mags on pulled & started 1st time!

Did it all again at destination so we could get home, started second attempt!

To start a Dak with fuel boost pump failure? Easy get a bottle full of Avgas from the fuel tank drains, sit astride the engine & pour into engine air intake whilst captain turns engine. When finnished give the thumbs up & quickley jump off the wing as the captain turns the mags on!

While working in Oman with the Sultan of Oman's Air Force, I was sitting in the Dakota, waiting to return to Bait al Falaj. Number one engine had been stated but nothing from number two. Duff starter was the problem. To my astonishment, the Airwork Services guys, after some discussion with the flight deck, came along with a rope. They wound it round the spinner and tied the other end to the back of a Land Rover. With the mags on an a signal from the flight deck, the Land Rover pulled slowly away, turning the prop. The engine fired up and all was well. I got back to the quite end of Oman in time for te.

https://s20.postimg.org/blo10zsj1/berryaubac12sqn.jpg

I'm not sure that winding a rope round the spinner would give sufficient leverage for manual starting, but the rope trick is easy when you know how. The method was well known from WW1 and used when the Huck vehicle-mounted starter was not available.

In winter 1939/40 my father was serving with 142 Sqn at Berry-au-Bac, France, in temperatures below -10C. With the squadron on readiness, the Merlin engines in their Fairey Battles had to be run every hour to prevent the oil from solidifying. Starting was by trolley-acc, a bank of batteries on a small handcart, charged by a small generator which could not keep up with so many starts. The engine was primed and pulled through nine blades by hand to suck the mixture into the cylinders, then a rope lashed to a leather cap placed over the propellor tip. At the call “Three on the cap ... contact ... two-six, HEAVE” three airmen would pull the rope to turn the engine, the cap being thrown clear as the Merlin fired.

Thread drift. What was the origin of "two six"? I heard that phrase about 1960, from an old guy, at a gliding club, but the ex RAF WW2 aircrew never used it.

"Two, six, heave" is a phrase used to coordinate seamen's pulling. It derives from the orders used in firing shipboard cannons in the British Royal Navy. The team of six men had numbered roles. After loading, it was the task of the men numbered two and six to heave (in a coordinated fashion) the cannon out the gunport for firing, using simple effort for a light cannon or a tackle apiece for larger ones. Shanties not being countenanced in the Royal Navy, "two, six, heave" was pressed into service whenever seamen needed to pull in a coordinated fashion, such as braces and halyards

Arthur Whitlock in his brilliant Memoirs Of An Airline Pilot described how to pull start a Dak and showed it in one of his stunning sketches.

I loaned my copy to someone a few years ago and never got it back. It's out of print now, and I keep praying Amazon will have it some time.

SND

...or when the Huck starter wouldn't start?

I seem to recall a story about a Dak in North Africa at the end of WW2. With one engine dead it was decided to spin the one good engine up to start it running about the flat desert in a wide circle until it had enough speed to allow the equivalent of a V1 cut by locking the tailwheel so that it ran straight. Probably a load of borelocks but quite a good story.

The other tale is from Ron Webster (who designed and built his own radial engines in his shed) was that he used to struggle to hand-prop the 7-cyl engine so he would whip out 3 plugs and spin it over just firing on the other 4 until the engine was warm enough to start more easily. Lateral thinking?

Somewhere there 's a picture of a whole bunch of passengers pulling a long line round a ?KLM? DC-3 engine somewhere in the Dutch East Indies in the '40's

there's also a painting of passengers hand starting the "Blue Bonnet Belle" somewhere very cold

https://www.magnoliabox.com/products...lle-trf100004m

Nice, that nine years on Chuck's original brian teaser gets another airing. (Pace's description of an air start for a Beech 18 off a lake is an absolute ball-tearer.)

At the Avalon Airshow in -94 in Victoria near Melbourne there was a rope start done with a minimum of fuss. The Navy DAK from Nowra was there with the right engine's starter motor kaput. The late Jack Curtis who flew for Dakota National Air in Sydney was there too. There was nothing old Jack did not know about the ins and outs of radials . (He was on Wellingtons in the Second World War and then after the war flew DC-3s for TAA over many years. ) Jack saw the sailors were stuck so he went over and offered to help. With twenty yards of half inch white rope and a hefty little tarmac tug he got the old girl going first time.

Jack went to the great holding pattern in the sky a couple of years ago -

http://www.pprune.org/pacific-genera...ck-curtis.html

Behind the Cockpit Door, The Illustrated Memoirs of an Airline Pilot
 

SND - I see there are a couple of copies available from AbeBooks, not sure you'll like the price though!

Ah, having had a further look around I see a much more reasonably priced copy at the Aviation Bookshop (Kent), if it's still available...

FP.