Hand starting.
. Doing it with a passenger in the cockpit might be even worse. If you know what you're doing and you having a knowledgable person in the cockpit (not necessarily a licensed pilot), you should be OK.
I got a scare when senior airline engineer offered to sit in and keep the engine running until I got in. He thought the throttle operated in reverse, and initially froze when the plane jumped the chocks at full throttle.
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Fair numbner of 'Daily Mail' type comments - I hope you all wear dayglo vests when going to the shops!
It is a straight forward and easy process. It needs either one competent and careful person who is very familiar with the aircraft or one competent person and someone who actually knows how tro operate the aircraft. Less than that and things can go very wrong. With that - a complete non-issue.
I've only started engines up to 300hp - but I'm told it is no more difficult for the bigger radials. For 3 years it was nearly the only method of satarting my Gipsy - usually single handed.
Yes you need to be careful - particularly singler handed. But it is not difficult.
I really must try my Rotax, like Rod I had read it was not possible. It is a fierce little engine so naturally I'll take care. But it would be useful to have that in the back pocket.
It is a straight forward and easy process. It needs either one competent and careful person who is very familiar with the aircraft or one competent person and someone who actually knows how tro operate the aircraft. Less than that and things can go very wrong. With that - a complete non-issue.
I've only started engines up to 300hp - but I'm told it is no more difficult for the bigger radials. For 3 years it was nearly the only method of satarting my Gipsy - usually single handed.
Yes you need to be careful - particularly singler handed. But it is not difficult.
I really must try my Rotax, like Rod I had read it was not possible. It is a fierce little engine so naturally I'll take care. But it would be useful to have that in the back pocket.
Following a 50-hour check, the aircraft’s ignition switch was left in the RIGHT position, with no key in the switch, due to the use of an incorrect key. During the next pre-flight inspection the pilot perceived that the ignition switch was in the OFF position. As he turned the propeller by hand, as required by the aircraft’s EXTERNAL INSPECTION checklist, the engine started and ran at full power. The aircraft broke free of its tie-downs, struck a parked aircraft and crashed into an earth embankment. Safety action has been taken concerning the content of the aircraft’s flight manual and service manual checklists.
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When on Conrad Beale's excellent Rotax 912/914 course, he emphasied that it is possible to swing a Rotax. If Conrad says it can be done, that's good enough for me.
I'll swing tail draggers that are designed to be swung but not nose wheel aircraft - most of which require it because of a duff starter or electrical system. Fix the problem, that's what we engineers are for!
I'll swing tail draggers that are designed to be swung but not nose wheel aircraft - most of which require it because of a duff starter or electrical system. Fix the problem, that's what we engineers are for!
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Well I do not know how much he knows about Rotax 912, but you cannot turn the engine at sufficient speed using the prop to activate the discharge capacitors in the ignition system to get a spark.
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27# posts and no mention of a safety procedure when solo hand swinging.
Turn the fuel off.
Then if something bad happens it will only happen so long as the fuel downstream of your cock is exhausted.
I love the Armstrong method of starting engines. Especially when one gets to know a particular donk and you feel its every nuance of starting.
Once started a 300hp 3 blader - that was sporting
SGC
Turn the fuel off.
Then if something bad happens it will only happen so long as the fuel downstream of your cock is exhausted.
I love the Armstrong method of starting engines. Especially when one gets to know a particular donk and you feel its every nuance of starting.
Once started a 300hp 3 blader - that was sporting
SGC
Avoid imitations
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I used to work with a certain ppl holder with a lightweight Rotax powered biplane (Renegade Spirit). He was having trouble pull-starting the engine in the normal way so decided to give it a go from outside. He thought he had covered all his bases by tying the tail-wheel to the hangar door framework with a piece of rope.
I think he'd flooded the engine so he tried increasing amounts of throttle. When the engine finally fired he had the throttle open a long way. The too-weak tether broke and the aircraft set off by itself. He decided to grab the wing as the aircraft rotated around him on the concrete dispersal. You can imagine the rest. Round and round until he was dizzy so he finally had to let go. The aircraft shot off again, got to the end of the concrete and nosed over hard on the grass.
He didn't keep it long after that.
I think he'd flooded the engine so he tried increasing amounts of throttle. When the engine finally fired he had the throttle open a long way. The too-weak tether broke and the aircraft set off by itself. He decided to grab the wing as the aircraft rotated around him on the concrete dispersal. You can imagine the rest. Round and round until he was dizzy so he finally had to let go. The aircraft shot off again, got to the end of the concrete and nosed over hard on the grass.
He didn't keep it long after that.
Once, all pilots were proficient at prop swinging - they had no choice. And I'm sure the expertese was gained the hard way! And the aircraft were designed for it. The Gypsy Major is easy to hand swing - usually the prop is mounted on the crankshaft so it's natural - for a right hander anyway.
Apart from a few vintage aircraft which require it, the skill is no longer needed and has been largely lost. This should ring alarm bells in anyone going to try it without training. I was trained to do it and apporach any handswing with the appropriate level of caution. This saved me or someone else fro being maimed many years ago when my own aircraft had a flat battery. A couple of guys in the syndicate were attempting to start it and I didn't like what I saw, so I volunteered to supervise which ended up with me doing the swinging. Despite a very careful briefing to the pilot, he decided to switch mags and accidently tuned the starter. This is when discovered that the battery wasn't actually flat (it was a solenoid problem) when the engine started. Luckily, my caution prevented me being injured. If the original swinger had continued, I reckon he wouldn't have been so fortunate. As someone said, if it's designed to start with a starter and doesn't - get the engineers to sort it.
As for swinging from behind, I'm not sure how easy that would be on a Gypsy powerd aircraft. My Fournier RF3 didn't have a starter and was always swung from behind. You stood next to the cockpit with youh right hand on the throttle, swung with your left hand. When the engine was running, you pulled the chock (single main wheel) and stepped on to the wing into the cockpit. Never any drama.
Chocking is essential. However, a friend of mine who had a Chipmunk with a cartridge starter had a novel approach. He had a shotgun certificate which allowed him to buy cartridges, but used to hand swing on his own as much as possible as the cartridges were a fiver a time even in the 1980s. His aircraft had a glider tow hook. So he screwed a large auger into the ground, attached to which by a short piece of rope were a set of glider 'Otfur' rings. He hooked the Chippy to the auger, poining into wind, handswung, climbed in and when ready to taxy, just pulled the rope release. Brilliant!
Apart from a few vintage aircraft which require it, the skill is no longer needed and has been largely lost. This should ring alarm bells in anyone going to try it without training. I was trained to do it and apporach any handswing with the appropriate level of caution. This saved me or someone else fro being maimed many years ago when my own aircraft had a flat battery. A couple of guys in the syndicate were attempting to start it and I didn't like what I saw, so I volunteered to supervise which ended up with me doing the swinging. Despite a very careful briefing to the pilot, he decided to switch mags and accidently tuned the starter. This is when discovered that the battery wasn't actually flat (it was a solenoid problem) when the engine started. Luckily, my caution prevented me being injured. If the original swinger had continued, I reckon he wouldn't have been so fortunate. As someone said, if it's designed to start with a starter and doesn't - get the engineers to sort it.
As for swinging from behind, I'm not sure how easy that would be on a Gypsy powerd aircraft. My Fournier RF3 didn't have a starter and was always swung from behind. You stood next to the cockpit with youh right hand on the throttle, swung with your left hand. When the engine was running, you pulled the chock (single main wheel) and stepped on to the wing into the cockpit. Never any drama.
Chocking is essential. However, a friend of mine who had a Chipmunk with a cartridge starter had a novel approach. He had a shotgun certificate which allowed him to buy cartridges, but used to hand swing on his own as much as possible as the cartridges were a fiver a time even in the 1980s. His aircraft had a glider tow hook. So he screwed a large auger into the ground, attached to which by a short piece of rope were a set of glider 'Otfur' rings. He hooked the Chippy to the auger, poining into wind, handswung, climbed in and when ready to taxy, just pulled the rope release. Brilliant!
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Hand Swinging
Aircraft that had to be hand started were all tail draggers, had wooden props that were fitted on the engine to give the optimum position for swinging,and the 'swinger' properly trained.This used to be of the 'swing and walk away' operation that made it as safe as possible in the circumstances, and also required the presence in the cockpit of someone trained in the procedure.
The 'emergency' swinging of a metal prop on a nosewheel machine is possible as we know, but can require two hands,and because of the height factor rarely allows a 'walk away' motion.The consequences of a mishap in the operation really should be borne in mind before undertaking it,and then a 'jump' or battery change considered.Better a half hour delay than 'playing with props'.
The 'emergency' swinging of a metal prop on a nosewheel machine is possible as we know, but can require two hands,and because of the height factor rarely allows a 'walk away' motion.The consequences of a mishap in the operation really should be borne in mind before undertaking it,and then a 'jump' or battery change considered.Better a half hour delay than 'playing with props'.
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POBJOY.
I seem to remember you hand swinging the Comper and then having to take out the petrol soaked rag from the carb intake --- those were the wonderful carefree days at the Tiger Club. But you knew what you were doing, unlike the guy that hand swung Marcus's Auster/Terrifier with the mags on and full throttle. It then proceded to eat its way through Turb G-ASSY and the Mew Gull, then headed towards Neil refueling the Gull Six at the pumps, while we all ran and hid behind the Hangar doors. Michael then just calmly brought out his broom and swept away the bits !!!!.
I seem to remember you hand swinging the Comper and then having to take out the petrol soaked rag from the carb intake --- those were the wonderful carefree days at the Tiger Club. But you knew what you were doing, unlike the guy that hand swung Marcus's Auster/Terrifier with the mags on and full throttle. It then proceded to eat its way through Turb G-ASSY and the Mew Gull, then headed towards Neil refueling the Gull Six at the pumps, while we all ran and hid behind the Hangar doors. Michael then just calmly brought out his broom and swept away the bits !!!!.
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Once started a 300hp 3 blader - that was sporting
I watched Ron Webster hand starting a Whirlwind by taking out 2 plugs so that he could get a good swing before a plug fired it through compression. When warmed up (and before everyone deaf) it was stopped and the last 2 plugs put back in.
DC3s could be hand started with a rope round the hub but I've never seen it done.
DC3s could be hand started with a rope round the hub but I've never seen it done.
Swinging the Comper
The Comper could be swung from behind the prop with ready access to the switches and throttle.Of course the BTH mags were coupled direct to the throttle so giving a retarded setting on start up.
When i first fired it up (1974) it sounded as if there were no bearings fitted,but in fact it was just the 'backlash' in the reduction box. The fuel soaked rag always caused amusement to onlookers.
The Tubs (VW Engine) had to be 'flicked' like a giant model,always interesting when getting 5 started for a display.
When i first fired it up (1974) it sounded as if there were no bearings fitted,but in fact it was just the 'backlash' in the reduction box. The fuel soaked rag always caused amusement to onlookers.
The Tubs (VW Engine) had to be 'flicked' like a giant model,always interesting when getting 5 started for a display.
