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  #31  
Old 11-02-2011, 12:21 PM
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Toobuilder Toobuilder is offline
 
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Quote:
Originally Posted by MauiLvrs View Post
At full throttle ... fully functional brakes would likely not hold the aircraft in place...
But it would sure slow it down!

...But even if the brakes were not applied in any way shape or form and the throttle was indeed wide open, the airplane moved at least 100 feet (2 spaces away) before hitting the Barron.

Idunno... seems like there is plenty of time to simply close the throttle.

Student pilot + panic = inability to react?
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1984 L39C
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  #32  
Old 11-02-2011, 04:45 PM
stormegon stormegon is offline
 
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That doesn't look good...

Do you have a picture from the -6 too?

Simon
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  #33  
Old 11-03-2011, 04:58 AM
jimbower jimbower is offline
 
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flion, Mike Seager taught me to check the brakes on downwind. I asked why, and he explained that he learned it while flying in an Air Force flying club. Nobody ever taught me that before...now it's part of my checklist.
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  #34  
Old 11-03-2011, 05:35 AM
sailvi767 sailvi767 is offline
 
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I don't know if this was a FI engine. If it was it sounds like since she was moving it after landing that it might have been a hot start. The normal procedure is throttle wide open for a hot start on a FI engine. It was one of the things I had a hard time getting used to in my transition to flying a piston engine aircraft. I still compromise and only use about half throttle as my aircraft seems to start fine in that setting. I can very easily see a new pilot getting confused on the start trying to get the mixture to rich and then the throttle back to idle.

George
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  #35  
Old 11-03-2011, 07:29 AM
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F1Boss F1Boss is offline
 
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Default WHAT??!!

"The normal procedure is throttle wide open for a hot start on a FI engine."

Where the h$ll did you hear this? ABSOLUTELY wrong, and very dangerous, in so many different ways. The pics of the Baron could be evidence of such thinking....and the ensuing damage...

I will agree to a throttle setting of slightly more than idle, but nothing more than that. If you can't get your injected Lyc lit off with that setting, even if it's a hot start, get back to school.

Mark
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  #36  
Old 11-03-2011, 08:51 AM
jbDC9 jbDC9 is offline
 
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Quote:
Originally Posted by sailvi767 View Post
The normal procedure is throttle wide open for a hot start on a FI engine. It was one of the things I had a hard time getting used to in my transition to flying a piston engine aircraft.
Yep, like Mark said above, that ain't right; go find the instructor that taught you that and slap him in the head. Just crack the throttle, perhaps open it a bit slowly as you crank and it'll start. Even a half open throttle during start is too much.

With ideas like this floating around it's no wonder that so many times when I see someone start an injected engine on the ramp it immediately screams to life and sits there "idling" at 1800 rpm and the dummy in the seat doesn't think to pull it back to a normal idle. Drives me nuts.
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  #37  
Old 11-03-2011, 11:14 AM
sailvi767 sailvi767 is offline
 
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That method of hot starting a fuel injected Lyc comes from many threads on here and from the POH for my aircraft. As I mentioned I don't personally start it with the throttle wide open since it starts fine hot with partial throttle. In fact my aircraft with the ECI injection system hot starts normally just fine with the same technique as a cold start. I internet search showed many recommending the full throttle hot start technique. Again as I mentioned I don't like it and don't do it but the information and technique is out there.

George
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  #38  
Old 11-03-2011, 11:41 AM
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Sounds like a way to clear a flooded engine, not start a hot engine.
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  #39  
Old 11-03-2011, 01:10 PM
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I start a hot injected Lyc by advancing the throttle to full as it is cranked with mixture in cutoff. Sure, it lights off with the throttle blades wide open, but that does not mean high RPM. It lights off and dies instantly, just enough time to bring the mixture back in and pull the throttle back. I doubt if I ever even see 1300 RPM. Perhaps I am unusually skilled, but I do this on every single hot start (hundreds, perhaps thousands of times) and it causes no more drama on the ramp than any normal cold start.
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WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.

Michael Robinson
______________
Harmon Rocket II -SDS EFI
RV-8 - SDS CPI
1940 Taylorcraft BL-65
1984 L39C

Last edited by Toobuilder : 11-04-2011 at 11:26 AM.
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  #40  
Old 11-04-2011, 11:09 AM
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airguy airguy is offline
 
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My IO360 hot start technique is throttle full open, mixture cutoff, crank till the first cylinder hits, then (quickly) mixture rich and THEN throttle back, I usually catch it at about 800 rpm and only rarely exceed 1000rpm. A hot start on an injected engine is indeed a "flooded" start since the fuel divider is heat soaked and will boil, pushing all the fuel in the divider and lines through the injectors and into the manifold.

The engine will not catch and run smoothly on a hot start - there is about 1 full second at minimum to almost 2 seconds maximum where it's loping around trying to clear it's throat before the manifold is clean and all cylinders are hitting - more than enough time to push the mixture and pull the throttle before the RPM comes up.
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Built an off-plan RV9A with too much fuel and too much HP. Should drop dead any minute now.
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