As DC-ATE said originally, that is the way we also normally started DC3s, DC4s and DC6s, and also Viscounts. :ok:

Never seen anyone go 1-2-3-4, but reading the previous posts maybe that is an American idea? :confused:

Ok there is no fixed manufacture specified order. That is the answer then. No need to be bored, some of us want to know these things. Never-the-less regradless of the latter 3- 4 -2 -1 seems to have been the more common way. AA DC-3s that had a RHS pax door obviously started # 1 first.

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.

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.

It's going back to 1952 but we used the same order of starting on Lincolns so the tradition goes back a long way. Hydraulic pump came to life when starting No 3 to enable the bomb doors to close.

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! :)

We didn't always operate the GTC until takeoff, but we did have the option. There was no GTC door, and consequently it didn't close after engine bleed was available. As stated, these airplanes weren't configured exactly the same as other C-130's, and certainly not the same as other A models.

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.

Om the good old rice rocket, YS-11 #2 then #1.

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.

That and the other main reasoning is if you have an engine fire / wet start etc on start up, you do not want to be going in to deal with it under a live engine, so starting the inboards first makes a lot of sense, especially with a big whirling bit in front.

VC10 we used to do the 3,4,2,1 starts as well.

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.

I thought that it was No. 3 because it was opposite to where the Air Start Unit was plugged in. If the ASU plugged into the wing root, then No. 2 was started first

Matty

Douglas trimotors (DC10, MD11) start 3-1-2.

Gear and gear doors on number 3, you see....

same as the Ford and Fokker Trimotors then ...

I seem to recall that we started #4 first on the L188. It had the 2 speed gearbox on the alternator.

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).

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.

Here's video of B-17G "Aluminum Overcast" startup 2-1-3-4 (i.e. inboards first) using (ta taa) inertia starters. :ok:

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.....