Bob Moore wrote in message . 8...
snip
I have instructed in some models of the PA-28 that had an impulse
coupler on only one of the magnetos with a starting procedure that
required the other magneto to remain off during start and turned on
only after the engine is running.

That is the case with most of the PA28s I've flown. Impulse coupler
on the left mag only. On a normal start, turning the key to the
"start" position grounds the right mag, while the starter turns the
engine and lets the left mag's coupler provide the spark. When hand
propping, you have to make sure that the key is in the "left" position
in order to get a timely spark. If you try starting it on "both",
chances are good that it'll not start and it will possibly kick back
(BTDT).

snip
Hand propping an O-300 Cont. powered 172 is much easier than the Lyc
O-320 powered 172. I do it frequently just to keep my hand in it...
(pun intended) :-)

That's where I got most of my hand propping experience. My old
O-300 powered 172 had a crummy 20 amp generator that wouldn't charge
until the engine was running better than 1200 rpm. When ever I flew
in to my class B home base at night, I had to have lights and radios
running and the taxi time was often 15 min. or more. This would
easily drain the puny battery, so I'd require a hand prop on the next
start.

My procedure was to tie down the tail, use large chocks, set the
parking brake and triple check the throttle setting before approaching
the prop. It worked pretty well for quite a few years without
incident.

John Galban=====N4BQ (PA28-180)