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Old 04-10-2021, 02:33 PM
DeeCee 57's Avatar
DeeCee 57 DeeCee 57 is offline
Join Date: Sep 2018
Location: LSZF
Posts: 634

understand how to start an aircraft piston engine
All due respect Mickey, but u probably mean injected aircraft piston engine, wild guess, still well below 1/2 of the aircraft piston engine population
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RV-6.9 #25685, slider, O-360-A3A (carb/dual Lightspeed II), MTV-12-B, HB-YLL owner & lover
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Old 04-10-2021, 03:42 PM
togaflyer togaflyer is offline
Join Date: Apr 2013
Location: Fl/Ga
Posts: 706

Fortunately never been stranded. It’s an IO 540. I try the basics and get the start, then a few seconds later the stall. Usually the third attempt is dump fuel then flood start it, which gets me over the hump. It’s that typical 15 minutes sitting while fueling got ya. I had better starts when I had the Earth X. Definitely moved the prop quicker. Got scared away from EarthX after an issue and had to default to an odyssey 925 to get home. Prop definitely swings slower with the standard battery. The fan was just a bubble idea.

Oh and thanks for the post on Dan H. Posting. I went over Dan’s start up recommendation. Makes sense. I will try that out.

Last edited by togaflyer : 04-10-2021 at 03:54 PM. Reason: Update
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Old 04-10-2021, 05:35 PM
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olyolson olyolson is offline
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Default Hot starts

Look into Airflow Performance Fuel Injection with a Purge Valve, hot starts are a non event
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Old 04-11-2021, 12:37 AM
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rv8ch rv8ch is offline
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Originally Posted by DeeCee 57 View Post
All due respect Mickey, but u probably mean injected aircraft piston engine, wild guess, still well below 1/2 of the aircraft piston engine population
True - can't recall too many hot start problems with a carb.
Mickey Coggins
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Old 04-11-2021, 05:10 AM
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Steve Melton Steve Melton is online now
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Originally Posted by rv8ch View Post
True - can't recall too many hot start problems with a carb.
On occasion I have had a hot start problem with a carb. my solution is to pull the mixture half way out and then it will start almost immediately.
Steve Melton
Cincinnati, OH
RV-9A, Tip-up, Superior O-320, roller lifters, 160HP, WW 200RV, dual impulse slick mags, oil pressure = 65 psi, EGT = 1300F, flight hours = 900+ for all

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Old 04-11-2021, 06:26 AM
BillL BillL is offline
Join Date: Sep 2007
Location: Central IL
Posts: 5,903
Default Keep at ICO until running.

Originally Posted by Bill Boyd View Post
Re the Lycoming unofficial procedure:

What does the brief rich mixture setting (step 5) with the boost off and the engine not being cranked accomplish?
For my M1B, it floods it more and won't start.

If it is hot and I stop at the pumps.

To start , remain at ICO, boost maybe but start at ICO and then open the mixture. it is a multi handed procedure with some feathering of the mix as initially it is full of vapor, then at full rich it will flood and kill the engine if not at 1200+ rpm blasting everyone around.

I my head, its like this . .

The lines have vaporized all the fuel and it is in the bottom of the cylinder or down in the intake tubes, all vapor.

Throttle open 2"ish, mix untouched at ICO, the engine begins to rotate, the rich vapors don't fire and rapidly the A/F drops passes into happy zone, suddenly the engine roars, (tiny throttle techniques have failed me) Drop the throttle to a lower roar while opening mixture. a rapid movement about 1/3 then as needed, but no more than 1" out. ( I am set rich at idle anyway another story) If the engine is dying, massage mix and throttle and as last resort - tick the boost to catch but that is rare, mostly just pump the mixture to full then back to clear the vapor. I leave at 1000-1100 rpm a few seconds (10?) to clear and then drop to normal idle with about 3/4" out. YMMV for sure.

In very cold temps with negative density altitudes this engine will run lean, then when advancing throttle for TO it will stumble and then after passing the idle circuit will blast to full power like an old 2 stroke on the pipe. So the idle mix was set when quite cold leaveing the remainder of the temperatures too rich . . meaning I keep a rich-minus-3/4" setting when dropping throttle in flight unless at TO. This way I don't get so much spitting on the belly from the sniffle valve on hot days. Warm engine taxi is always with mix out 3/4" (or a little more).

Maybe after having to learn each (non-EFI) engines quirks and doing them for 60 yrs it has become a natural (and acceptable) habit. But . . .

. . . that SDS sure is sounding nice by this comparison.

Oly, that purge valve has been considered but there we are, another knob to fiddle with.

Larry, my friends IO540 starts with that procedure just fine too. But one day he was with and offered the technique. Did not work for my install, so no perfect procedure, experiment and listen to the engine and respond, accepting that actions can have a delay.

Lord Kelvin:
I often say that when you can measure what you are speaking about,
and express it in numbers, you know something about it; but when you
cannot measure it, when you cannot express it in numbers, your knowledge
is of a meager and unsatisfactory kind.

Last edited by BillL : 04-11-2021 at 06:32 AM.
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