DH9 Starting procedure?

Hello Everybody

Can anybody take me through the starting procedure for a DH9? I would like to include it in the bio-history book on Charles Eaton RFC/RAF I am writing.
Thank you.
Kind Regards
Mitch Williamson

The DH9 used more than one type engine and starting procedures might vary as to what engine was installed. I dunno!
Steve

[PeterL]

I dunno either, but I'll bet either Canberra or Quantas have a copy of the notes

I have the starting procedures for a Liberty engine which was one of the engines used in this a/c. This came from the book U.S.A. STANDARDIZED AIRCRAFT ENGINE prepared by B.V. Bassett and approved by E.J. Hall, (one of the main designers of this engine) and printed by the Signal Corps, U.S.A..
Instructions for starting engine: If engine has stood idle for some length of time about 1/2 ounce of lube should be injected into each priming cock. With ignition switches off turn prop thru 5-6 revs to distribute oil on cylinder walls.
1)Block Wheels Securely
2)Set Throttle: Just slightly open to where engine would run 600-800 rpm.
3)Set Spark At Fully Retarded Position
4) Prime Engine: By injecting with gasoline (fill each priming cock twice). With ignition switch off, turn engine through forward thru two engine revolutions.
5) Turn One (either one) Ignition Switsh "ON": Strt engine by pulling down and away from the prop. With both switches on the gen is connected in and a high rate of discharge will result in poor starting.
6) As Soon As Engine Is Started: Advance spark to about 1/2 way, leaving throttle in starting position and allow engine to run at this speed (800 rpm) for 5-10 min or until warmed up. Water temp should be 150 degrees F. Accelerate and slow down engine occaisionally to throw lube on cylinder walls.
7) Note Oil Pressure: After about three min running it should show about 5 # and at 1600 rpm 30 # max.
8) Note Air Pressure Guage: Engine driven air pump and reg designed to hold pressure at approx 3 # pressure on the gasoline tank. Check this by screwing down the pressure regulator adjusting screw, which should cause the pressure to rise. Now adj screw until pressure shows 3-4#.
9)Note Water Circulation: Should show steady rise to not over 200 F.
10)Note Ammeter Reading: At idle reading should be in 'discharge' area. At about 650 RPM with both switches on should read '0'. At high speed should read 'charge'. With warm engine and wheels blocked, open throttle wide, tach should read 1550-1600 RPM.
11)Operation of Each Ignition Head: Should be checked by shutting down one ignition switch and then the other seperately. This should be done at a lower engine speed because it would have little effect at high speed. Before stopping engine throttle down to idle, turn both switches off and open throttle wide (which will choke the engine and cause it to stop immediately. Allowing throotle to remain at idle position my allow hot plug or carbon particle to fire engine.
12) CAUTION: Do not try to crank engine right after it has ben stopped! Hot plug or carbon particle may cause kick back. Allow to cool.

After doing some checking I can only find that 4 DH-9's (USD-9), built in the US and used by the Northern Bombing Group, were the only DH-9's to use the Liberty engine and be employed in combat.
Oh well! I tried.
Steve

Thank you Steve for taking the time and trouble to look this up. Here is the short bio of Group Captain Charles Eaton for your possible interest. During the course of my research I am finding out some exciting new (at least to me) information on WW I and aviation history in general.


EATON, Charles "Moth" (1895-1979) OBE(Mil). AFC. MID.
Knight Commander-Cross of the Orange Nassau with Swords

Charles Eaton was a participant of some of this century's significant events-in political and military-as well as aviation.
After serving as a trench bomber in the British Army in France 1915-1917 Eaton transferred to the RFC in 1917. While on reconnaissance of a German aerodrome at Tournai on the 29th June 1918 his DH 9 (206 Sqn.) had engine trouble and crashed into the German front trench. Taken prisoner, he immediately escaped but was soon recaptured. Considered by the Germans as an "undesirable" he was sent to the infamous Festung Nein where he escaped again, recaptured and put on courts- martial. He finally escaped from Stalag Holzminden during the last week of the war. Eaton's participation in aviation history began as a pilot on the first international regular air service London-Paris No 1 (Com.) Sqn for the Peace Conference. It is believed that he crashed the world’s first purpose-built passenger aircraft, DH4a 5759 in July 1919. Assigned to Ambala India with 28 Sqn. RAF he and his flight conducted the first aerial survey of Himalayas in March 1920.

Eaton joined the RAAF in 1925. In 1929-1931 he entered Australian aviation legend when commanding the searches for the “Kookaburra” and the “Golden Quest”. His DH9a A1-1, the first aircraft registered in the RAAF, caught fire in the air and crashed at Tennant Creek NT. He earned his sobriquet "Moth" after flying the first metal DH Gipsy Moth in the “Great Air Race” 1929.

As a RAAF instructor (1925-1930) many well known pilots and eventual senior officers pasted through his strict training regime. During his RAAF service he commanded 21 Sqn. (1937) and 12 Sqn. (1939), was the first CO Darwin base 1940-1941, CO 72 and 79 Wings S-W Pacific (1943-1944) and finally AOC Southern Area 1945. His post-war appointments were as Australian Consul Timor 1946; Chairman UN Security Council’s Consular Commission to Indonesia 1947, Consul-General Batavia 1948-49 and Charge de Affairs Jakarta 1950. Eaton made a significant contribution to Indonesia’s eventual independence and Australia-Indonesian relations. He retired in 1952 to a quiet and unassuming life of growing orchids and farming.

Regards
Mitch Williamson