Engine startup order on the Propliners (DC3, DC4 etc)
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As DC-ATE said originally, that is the way we also normally started DC3s, DC4s and DC6s, and also Viscounts. 
Never seen anyone go 1-2-3-4, but reading the previous posts maybe that is an American idea?
Never seen anyone go 1-2-3-4, but reading the previous posts maybe that is an American idea?
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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 
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GTC until take-off
Guppy, don't doubt what you are saying, just wondered why you would keep the GTC running until take-off. What was the purpose for that. I am presuming you had an ATM for electrical power (20KVA) and the Emergency System Hydraulic Pump plus a one-way "Pineapple" check valve which would close the GTC air delivery duct when engine bleed was available.
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L188 Engine number 3 because that's where the external power cart plugged in.
Back in the day on the 747-400 we started number 4 for the engine driven hydraulic pump pressurizes the brake system... then 1-2-3.
Boeing 727 engine 3 during push back... no hydraulic power mishap risk.
Back in the day on the 747-400 we started number 4 for the engine driven hydraulic pump pressurizes the brake system... then 1-2-3.
Boeing 727 engine 3 during push back... no hydraulic power mishap risk.
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In the later case the convention at my company was 3,4,2,1.
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Exaviator:
All well and good for the majority of DC-3's; but the earliest DC-3's of AA were ordered with RH pax doors, and a few other customers had RH doors as well. A few of these ships survive! 
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)
Last edited by barit1; 24th May 2009 at 00:31.
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Guppy, don't doubt what you are saying, just wondered why you would keep the GTC running until take-off. What was the purpose for that. I am presuming you had an ATM for electrical power (20KVA) and the Emergency System Hydraulic Pump plus a one-way "Pineapple" check valve which would close the GTC air delivery duct when engine bleed was available.
The GTC did offer increased duct bleed for engine start so far as volume, and with taxi on two with starts on the way to the runway, the GTC offered increased reliability and startability, especially on hot and high density altitude days. It also offered an emergency backup in flight.
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I can only say that every aircraft both prop or jet that I have been involved with has started inthe order of 3,4,2,1, the reason given mainly to do with hydraulic supplies
The Connie[749] in particular started 3, then 4 to power up the secondary hydraulic system which supplied hyds for the brakes, and amongst other things supplied emergency hyds for the flying controls via the cross over valve so whilst engines 3 and 4 were being started the pilot would check that this valve was open and more important check that the valve had actually closed by the loss of hyd pressure to the flying controls. This check had to be completed before 1 or 2 engines were started as they supplied the Primary hyd system which was used for the flying controls.
The Connie[749] in particular started 3, then 4 to power up the secondary hydraulic system which supplied hyds for the brakes, and amongst other things supplied emergency hyds for the flying controls via the cross over valve so whilst engines 3 and 4 were being started the pilot would check that this valve was open and more important check that the valve had actually closed by the loss of hyd pressure to the flying controls. This check had to be completed before 1 or 2 engines were started as they supplied the Primary hyd system which was used for the flying controls.
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Brit312I can only say that every aircraft both prop or jet that I have been involved with has started inthe order of 3,4,2,1, the reason given mainly to do with hydraulic supplies
VC10 we used to do the 3,4,2,1 starts as well.
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Don't forget the psicological factor in adhering to the traditional 3 4 2 1 sequence. It is quietly considered 'bad luck' by many a seasoned airmen to use any other order. The is probably more truth in this than you think.
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L188 Engine number 3 because that's where the external power cart plugged in.
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On the L188 (Electras) the first engine to be started was always that one where the two speed gear box was installed. If I still remeber ( almost 24 years ago...) all electrical load was fed from this generator until the engines were shifted to high speed mode (higher RPM/higher noise) just before takeoff. On Varig's fleet the 2 speed gearbox was placed on engine #4 (always the first to be started).
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I was going to say that the GTC door on the A model C130 was manualy closed (Done it many a time.) so the GTC couldnt be used during taxi, or flight. But if in Guppys case the doors were removed then I guess it could be done.
The Hercs were started No3 first then 4 as they were on the other side of the plane to the crew door and GTC (not safe to be closing doors 3 ft from a spinning prop), with 2 & 1 started after all doors were closed. Theoretically it was best to start No2 first as it was cosest to the GTC therefore less pressure loss on start (the ATM and Generator usualy dropped off on start) but dur to the danger to ground crew, No 3 was started first then bleed air from there was used to start 4 and so on.
The E model had actuators on the GTC doors, so could be used on taxi if needed , but not advisable in the air as the doors would come off.
DC 3 would start No2 first, as once again it was on the other side from the entry door, No 1 would be strarted when the door was closed. ( dont want oil smoke on start , getting in the cabin now, do we.)
On thinking back, all the RAAF transport typ aircraft started the right side engines first due to Pax doors being on the left, and I think the fighters start the right engines first as well.
The Hercs were started No3 first then 4 as they were on the other side of the plane to the crew door and GTC (not safe to be closing doors 3 ft from a spinning prop), with 2 & 1 started after all doors were closed. Theoretically it was best to start No2 first as it was cosest to the GTC therefore less pressure loss on start (the ATM and Generator usualy dropped off on start) but dur to the danger to ground crew, No 3 was started first then bleed air from there was used to start 4 and so on.
The E model had actuators on the GTC doors, so could be used on taxi if needed , but not advisable in the air as the doors would come off.
DC 3 would start No2 first, as once again it was on the other side from the entry door, No 1 would be strarted when the door was closed. ( dont want oil smoke on start , getting in the cabin now, do we.)
On thinking back, all the RAAF transport typ aircraft started the right side engines first due to Pax doors being on the left, and I think the fighters start the right engines first as well.
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ATM & Generator usually dropped off during start
I must have been very unobservant during my years as a C130A F/E. Forget the actual figure now, but if the Duct Pressure dropped below about 20 psi when the No 3 Starter was engaged it was likely that there was a leak in the ducting. Certainly can't recall the "dropping off" of the ATM being a regular occurence.
Watched the video of the B 17 start. Seemed like one engine had barely started coughing and he was cranking the next one.....