Also used to start front engine first for the following reasons: 1) Closer to battery, 2) Rear engine runs hot when extended time needed on ground. TIPS: - 1) Always keep close eye on EGT to see if rear engine is running. NO EGT NO REAR ENGINE. 2) Even used to cut rear engine if extended time needed to clear other aircraft from active runway. 3) On take-off ALWAYS start process with REAR ENGINE first to ensure it is running and then once moving forward advance front engine for full power. 4) Keep close eye on EGT as it one of fastest indicators of engine out. 4) If your front engine is off then your undercarriage will have to be retracted and deployed manually as the rear engine does not have a hydraulic pump on it. 337's always get a lot of negative comments by people that have not flown or owned one but once you fly a 337 it will be come a lifelong love affair with one of the best piston twins ever made.
Great old airplane, very under rated. I have flown all the different models and never had an issue; really liked the P337, pressurized and very comfortable and economical to operate. Used to refer to them as a double barreled 182; operated out of a 1800’ strip at 300 agl with no issues.
I was wondering about the view when flying with these. Can you see over the dash at all? Any of the top of the dash and cowling show. Or is it all dash? Thanks.
Thanks a lot for this video. You "saved my life" 😜 . I have just bought a Non-Turbo , non pressurized early C337G and your way to start those engines works perfectly well on my IO360Gs. Before I have watched your video , I was doing the official way ( C337G owner Manual Check/List ) and I was using a lot of starter and battery life. Your way is brilliant, fast , easy , and efficient! Thanks a lot , and "f**k the official engine start check list" 🤙. You made my life much easier . If you come to the southern France one day , I will offer you bottles of champagne. Alex
Amazing machines, owned a 1973 337G for 9 years, Start front first due to shorter bat cable, on take off lead with rear engine then bring in the front, had a hot rear engine once in 9 years waiting in line for 10 min for take off on a plus 30 c day but never got hot in flight with its big cooling scoop, indestructible spring landing gear. Beacon light on for sure and always (no ifs, ands or buts) call clear prop as you cant see who is around the rear engine. Losing an engine is a non event as it just keeps flying along straight like a big c 172 unless you are over high terrain as it comes way down on just one engine (cant remember but 6900 feet comes to mind) never happened to me anyway, just read about it. If you are thinking of a twin, most definitely give it a try.
Thank you. I enjoyed your short video. My goal is to buy a 337 in the near future, as soon as I get my pilot's license and twin engine endorsement (centerline thrust).
Turn the beacon on BEFORE starting the rear engine! The beacon warns everyone that the engine is (or soon will be) on. Turn it on before you start your engines and turn it off after you shut down all engines.
I flew the 337 only once, ferry flight from Topeka, Kansas to Colorado Springs..... on the rear engine only. The front engine was thrashed. Talked with the engineers at Wichita about how to do it. Sure appreciated that 12,000 foot runway on takeoff.
There was a whole list of restrictions that had to exist before the flight. Fortunately it was winter so no engine overheating or density altitude problems.
Can you turn the rear alternator on before starting the front engine? Seems like it would ease strain on the battery to assist with starting the front.
So true about starting the rear engine first. Sometimes either with a weak battery or cold temps or a few failed hot starts on the rear I'd start the front (closer to the bat) to get more juice going... and then have a bear of a time starting the rear engine with no sounds or prop to guide you.
RE starting either engine with the mixture open and boost pumps on.. is he turning off the pump as the engine fires? Can imagine it rather easy to flood this way. I mean, C210 starts involve a prime using the boost pump but the engine pump does the rest.
Actual question here: What's it like flying the 377? Anything to watch out for, when coming from a smaller 172? Are there odd quirks about the 377? Pros and cons?
You do, but you should also give yourself every opportunity to diagnose whether the engine is actually on or not. That includes gauge clues as well as audio clues. Of course, once both engines are on, you are mostly using the gauges to check status of the rear engine.
Always start the FRONT engine first and turn on the alternators (front) on a Skymaster. The battery is located on the front firewall and the cable to the rear is very long and will require a large load to fire the rear. There are only a couple instances where starting the rear first would help aid in a situation. 99% of the time the rear engine will always be very easy to monitor the start with the front engine running and providing a boost to the rear during start.
I start my rear engine first, unless I’m worried about the battery power available. (I.e., a low battery for some unusual reason.). The difference in the cable run shouldn’t be a factor in normal operations.
When I was a kid, my dad flew a Skymaster for a gas company, using it to patrol natural gas pipelines. He always started the rear engine first. When I asked him about it, he said it was so he could listen to the engine before starting the front engine. The plane being corporate owned, it was well-maintained, so I doubt they ever had any problems with batteries.
Except you can’t hear or see the rear engine so you don’t know if it has caught. I had such a bad battery it blew both alternator breakers but still started the rear engine fine.
You don't want to have the alternator ON when cranking either engine. The voltage drops low enough while cranking the the alternator will momentarily get hammered going to full output. Will trip breakers and will fry diodes. Bean there done that.
My wife and I are planning to buy a Cessna 337 in a year. We have not flown in one and would like to find someone in the Pensacola,FL. area within couple of hundred miles or so. We would like to go up in one. If you know of someone in my area please let me know. Thanks
@ RADIOACTIVEBUNY Hmmm... I always found that flows and mnemonics and counting “things” (ie, I need to do 5 things for cruise checks, 4 things for after takeoff, etc) worked better when single pilot, but that’s just me. It seems eminently better than trying to fly a plane and fumbling through a checklist only to lose your place and forget items.
You don't set a very good example of good cockpit practice here. I won't bother with the list. It's all here in the comments. My point is that you never just hop in, fire it up and go fly. If you don't work from a checklist EVERY TIME you get in the seat, eventually you will end up killing someone else or yourself. There is no place for "seat of the pants" flying in today's world of aviation. You want seat of the pants flying??? Go fly ultralights.
Sorry about that man. it was my first video and was filmed a while back. I’m actually getting ready to post one on how to start a Cessna 182g with an all glass panel. It will be much better than this video. I wish I still had access to this airplane so I could re film It but unfortunately it has been sold
My wife and I are planning to buy a Cessna 337 in a year. We have not flown in one and would like to find someone in the Pensacola,FL. area within couple of hundred miles or so. We would like to go up in one. If you know of someone in my area please let me know. Thanks
Hey likes2fly. It's so awesome that you guys are planning on buying an airplane! I have a strong Twin Cessna background, and would probably try to steer you away from the 337, regardless of your mission. There are plenty of better alternatives on the same budget. The 337 is a fairly maintenance intensive airplane, and offers no real performance advantage over a high performance single, but has the operating costs of a twin. If a light twin is what you need, I'd look at other alternatives.
S4 Aviator I’m a a&p so Maintance is not a big problem. I’ve known people that have died from regular twins that were high time pilots so the in-line twin even with some draw backs would be the safest choice in my opinion If I was not a a&p I would go with a 210. On most regular twins the second engine will only take you to the crash site while the 337 will continue to climb without special inputs
likes2fly Okay. Was only trying to offer some insight from a background of experience. Don’t be fooled by the centerline thrust “safety” cushion. Remember, the 337 weighs well under 6,000lbs, and is therefore not required to climb on one engine to be certified, and it doesn’t. Unless it’s very light. You may be able to do the work yourself, but finding parts for this airplane can be a serious problem. Ultimately, there’s a reason you can buy these airplanes so cheap. Not about what it costs to buy, it’s about what it costs to own.
I loved the skymaster and flew it for many years. Only real problem was a hydraulic leak once and had to pump the gear down. It’s a fairly inexpensive light twin with good characteristics and perfect for island hopping or general cross country.
Also used to start front engine first for the following reasons: 1) Closer to battery, 2) Rear engine runs hot when extended time needed on ground. TIPS: - 1) Always keep close eye on EGT to see if rear engine is running. NO EGT NO REAR ENGINE. 2) Even used to cut rear engine if extended time needed to clear other aircraft from active runway. 3) On take-off ALWAYS start process with REAR ENGINE first to ensure it is running and then once moving forward advance front engine for full power. 4) Keep close eye on EGT as it one of fastest indicators of engine out. 4) If your front engine is off then your undercarriage will have to be retracted and deployed manually as the rear engine does not have a hydraulic pump on it. 337's always get a lot of negative comments by people that have not flown or owned one but once you fly a 337 it will be come a lifelong love affair with one of the best piston twins ever made.
Great old airplane, very under rated. I have flown all the different models and never had an issue; really liked the P337, pressurized and very comfortable and economical to operate. Used to refer to them as a double barreled 182; operated out of a 1800’ strip at 300 agl with no issues.
I was wondering about the view when flying with these. Can you see over the dash at all? Any of the top of the dash and cowling show. Or is it all dash? Thanks.
Thanks a lot for this video. You "saved my life" 😜 . I have just bought a Non-Turbo , non pressurized early C337G and your way to start those engines works perfectly well on my IO360Gs.
Before I have watched your video , I was doing the official way ( C337G owner Manual Check/List ) and I was using a lot of starter and battery life.
Your way is brilliant, fast , easy , and efficient!
Thanks a lot , and "f**k the official engine start check list" 🤙.
You made my life much easier .
If you come to the southern France one day , I will offer you bottles of champagne.
Alex
I am in Italy, you can pass the champagne to me)
Amazing machines, owned a 1973 337G for 9 years, Start front first due to shorter bat cable, on take off lead with rear engine then bring in the front, had a hot rear engine once in 9 years waiting in line for 10 min for take off on a plus 30 c day but never got hot in flight with its big cooling scoop, indestructible spring landing gear. Beacon light on for sure and always (no ifs, ands or buts) call clear prop as you cant see who is around the rear engine. Losing an engine is a non event as it just keeps flying along straight like a big c 172 unless you are over high terrain as it comes way down on just one engine (cant remember but 6900 feet comes to mind) never happened to me anyway, just read about it. If you are thinking of a twin, most definitely give it a try.
Thank you. I enjoyed your short video. My goal is to buy a 337 in the near future, as soon as I get my pilot's license and twin engine endorsement (centerline thrust).
Love the sound of those engines!
Please turn your phone sideways for video, remember horizontal for video vertical for putting it in your pocket.
Sorry not used to videoing for public to view. from now on Ill be sure to do that
Turn the beacon on BEFORE starting the rear engine! The beacon warns everyone that the engine is (or soon will be) on. Turn it on before you start your engines and turn it off after you shut down all engines.
My aircraft doesn’t have a beacon.
lol thanks man I use this video to start the Cessna 377 in game
I love the sky master
I flew the 337 only once, ferry flight from Topeka, Kansas to Colorado Springs..... on the rear engine only. The front engine was thrashed. Talked with the engineers at Wichita about how to do it. Sure appreciated that 12,000 foot runway on takeoff.
Ahhh not recommended! While it can fly ok on one engine, take offs are not ever suppose to be on one.
Certainly not in normal operation, had to have a special ferry permit to do so.
There was a whole list of restrictions that had to exist before the flight. Fortunately it was winter so no engine overheating or density altitude problems.
Fuck me! I can't stop laughing. How were the characteristics once you got her up?
Not to pick nits, but it's polite to turn on the beacon BEFORE you start the engines... doesn't draw that much power.
And say clear prop
And use the checklist...
Nobody cares
@@Bartonovich52 exactly
@@Bartonovich52 the faa cares
Can you turn the rear alternator on before starting the front engine? Seems like it would ease strain on the battery to assist with starting the front.
Wow ! Your English is amazing.
What is the motor worth that is so quiet?
Cheers from another John B (KSEA).
So true about starting the rear engine first. Sometimes either with a weak battery or cold temps or a few failed hot starts on the rear I'd start the front (closer to the bat) to get more juice going... and then have a bear of a time starting the rear engine with no sounds or prop to guide you.
What about looking at the tachometer to see the rear engine working? If you can't see or hear the prop
RE starting either engine with the mixture open and boost pumps on.. is he turning off the pump as the engine fires? Can imagine it rather easy to flood this way. I mean, C210 starts involve a prime using the boost pump but the engine pump does the rest.
Yeah I always primed for a few secs but never started with the pump on. Flooded the engine before with less fuel than what he gave it
Actual question here: What's it like flying the 377? Anything to watch out for, when coming from a smaller 172? Are there odd quirks about the 377? Pros and cons?
@Tom Gulbranson Have you gotten your standard MEL yet?
@Tom Gulbranson Hawt
Is there any reason to start the rear engine first other than “you can’t see or hear it?
You have engine gauges to verify the engine is running.
You do, but you should also give yourself every opportunity to diagnose whether the engine is actually on or not. That includes gauge clues as well as audio clues. Of course, once both engines are on, you are mostly using the gauges to check status of the rear engine.
As a CFI, I would never give this guy a license since his hand is too week to hold his phone in landscape
They weigh the same horizontal or vertical... just like you do.
@Tom Gulbranson what he means is he'd do anything to obstruct him getting his MEL.
Why would anyone trust a pilot who doesn't even know how to turn his phone around?
My thoughts exactly!!!
iphone, right?
so convenient to hold the phone with one hand and make a video for such a damn as you
Always start the FRONT engine first and turn on the alternators (front) on a Skymaster. The battery is located on the front firewall and the cable to the rear is very long and will require a large load to fire the rear. There are only a couple instances where starting the rear first would help aid in a situation. 99% of the time the rear engine will always be very easy to monitor the start with the front engine running and providing a boost to the rear during start.
Never had a problem like that... most of the time started the rear first so u can hear it...
I start my rear engine first, unless I’m worried about the battery power available. (I.e., a low battery for some unusual reason.). The difference in the cable run shouldn’t be a factor in normal operations.
When I was a kid, my dad flew a Skymaster for a gas company, using it to patrol natural gas pipelines. He always started the rear engine first. When I asked him about it, he said it was so he could listen to the engine before starting the front engine. The plane being corporate owned, it was well-maintained, so I doubt they ever had any problems with batteries.
Except you can’t hear or see the rear engine so you don’t know if it has caught. I had such a bad battery it blew both alternator breakers but still started the rear engine fine.
You don't want to have the alternator ON when cranking either engine. The voltage drops low enough while cranking the the alternator will momentarily get hammered going to full output. Will trip breakers and will fry diodes. Bean there done that.
Awesome
Handprop?
I wish you would do this in wide screen.
I appologize it was one of my first videos
Much different than in Night Flier lol
My wife and I are planning to buy a Cessna 337 in a year. We have not flown in one and would like to find someone in the Pensacola,FL. area within couple of hundred miles or so. We would like to go up in one. If you know of someone in my area please let me know. Thanks
Shouldn't the beacon light be on before engine start?🤔😁
If a pilot does something in the middle of nowhere with no other pilots around, is he still wrong?
He didn’t say clear prop...
Neither was the beacon on BEFORE start. I hope that wasn't deliberate.
Seems like shooting from the hip. How about a checklist to demonstrate good practices.
Flew a 337 for years and never used one.
Checklists are an encumbrance in single pilot aircraft.
Bartonovich52 that’s a hard fucking no lmao
@ RADIOACTIVEBUNY
Hmmm... I always found that flows and mnemonics and counting “things” (ie, I need to do 5 things for cruise checks, 4 things for after takeoff, etc) worked better when single pilot, but that’s just me.
It seems eminently better than trying to fly a plane and fumbling through a checklist only to lose your place and forget items.
what about setting brakes and seat belt check list and CLEAR warning
Fuck off
No "CONTACT!"?
No ignition lock / key, eh ? Just jump in and turn on the main switch....
I don’t know if any twins that have ignition locks... only door locks
Thumbs down for portrait orientation video. #verticalvideosyndrome
totally understand. When I made that video I had no idea what I was doing. Hope I can make some future videos you will like more!
Mixmaster
Don't shoot video in portrait!
You don't set a very good example of good cockpit practice here. I won't bother with the list. It's all here in the comments. My point is that you never just hop in, fire it up and go fly. If you don't work from a checklist EVERY TIME you get in the seat, eventually you will end up killing someone else or yourself. There is no place for "seat of the pants" flying in today's world of aviation. You want seat of the pants flying??? Go fly ultralights.
You sound like you maybe have 100 hours of flight time
PLEASE STOP SHOOTING VIDEO IN PORTRAIT OR VERTICAL. ITS VERY HARD TO VIEW AND UNPROFESSIONAL!!
Sorry about that man. it was my first video and was filmed a while back. I’m actually getting ready to post one on how to start a Cessna 182g with an all glass panel. It will be much better than this video. I wish I still had access to this airplane so I could re film It but unfortunately it has been sold
My wife and I are planning to buy a Cessna 337 in a year. We have not flown in one and would like to find someone in the Pensacola,FL. area within couple of hundred miles or so. We would like to go up in one. If you know of someone in my area please let me know. Thanks
Hey likes2fly. It's so awesome that you guys are planning on buying an airplane! I have a strong Twin Cessna background, and would probably try to steer you away from the 337, regardless of your mission. There are plenty of better alternatives on the same budget. The 337 is a fairly maintenance intensive airplane, and offers no real performance advantage over a high performance single, but has the operating costs of a twin. If a light twin is what you need, I'd look at other alternatives.
S4 Aviator I’m a a&p so Maintance is not a big problem. I’ve known people that have died from regular twins that were high time pilots so the in-line twin even with some draw backs would be the safest choice in my opinion If I was not a a&p I would go with a 210. On most regular twins the second engine will only take you to the crash site while the 337 will continue to climb without special inputs
likes2fly Okay. Was only trying to offer some insight from a background of experience. Don’t be fooled by the centerline thrust “safety” cushion. Remember, the 337 weighs well under 6,000lbs, and is therefore not required to climb on one engine to be certified, and it doesn’t. Unless it’s very light. You may be able to do the work yourself, but finding parts for this airplane can be a serious problem. Ultimately, there’s a reason you can buy these airplanes so cheap. Not about what it costs to buy, it’s about what it costs to own.
@S4 Aviator just wondering how many hours you have with a Skymastet?
I loved the skymaster and flew it for many years. Only real problem was a hydraulic leak once and had to pump the gear down. It’s a fairly inexpensive light twin with good characteristics and perfect for island hopping or general cross country.