Today's Message Index:
----------------------
1. 06:27 PM - Starting problem (Jim Stone)
2. 07:09 PM - Re: Starting problem (Scot Stambaugh)
3. 08:29 PM - Re: Starting problem (Vern Little)
4. 08:42 PM - Re: Starting problem (Jones15183@aol.com)
Message 1
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| Subject: | Starting problem |
I'm looking for ideas to improve my start up both cold and hot.
I have an IO 540 C4 B5 with a non impulse mag on the upper plugs and Electro
Air Electronic ignition (latest version on the lower plugs), and all aviatio
n plugs.
I removed the slick impulse Mag a year ago after the Slick Rep advised me to
"get it off that engine before it comes apart and stops your engine".
I have been starting with just the ElectroAir and realized it is not my star
ting technique as much as it is a lack of spark. ElectroAir told me that th
e system has to measure a pretty fast cranking speed for what seems like a l
ong time before it produces a spark. This cranking pulls the battery voltag
e down and if the voltage to the ElectroAir controller falls below 11 volts,
it no longer produces a spark. Of course I have no indication of no spark o
ther than the obvious no start result. So with some luck the batteries hold
up long enough tilI I get the mixture right, if not, recharge and try late
r.
I'm considering the slick start but it requires a different mag from Slick a
nd a coupler which all together cost 2k.. Seems like a big price to pay for
better start performance, but I'm considering it.
Does anyone have a proven solution?
TIA,
Jim Stone
Louisville Kentucky
HR 11
Message 2
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| Subject: | Re: Starting problem |
I have a dual Lightspeed system and have never had any problem.
Electronic Ignition for Aircraft
| =C2- |
| =C2- | | =C2- | =C2- | =C2- | =C2- | =C2- |
| Electronic Ignition for AircraftSport Aviation, February 1995 In 1994 Kla
usSavier entered five races, won them all and had no failures. ELECTRONIC I
GNITION FOR AIRCRAFT By Klaus Savier E... |
| |
| View on www.lightspeedengine... | Preview by Yahoo |
| |
| =C2- |
I also use the B&C Lightweight starter that doesn't seem to cause a signifi
cant voltage drop in the system.
B & C LIGHTWEIGHT STARTERS FOR LYCOMING from Aircraft Spruce
| =C2- |
| =C2- | | =C2- | =C2- | =C2- | =C2- | =C2- |
| B & C LIGHTWEIGHT STARTERS FOR LYCOMING from...Other Customers Have Also
Viewed: CONT. 0-200 HEAT BOX CESSNA 150 STYLE HEAT BOX $173.95 |
| |
| View on www.aircraftspruce.com | Preview by Yahoo |
| |
| =C2- |
And just to make the issue more challenging, my engine is a high-compressi
on model with Lycon's 10.5:1 pistons.
The only time it doesn't start by the 3 rotation is if I don't prime for a
full 11 seconds, which is when the fuel pressure stabilizes.
Hope this helps.
Scot Stambaugh=C2-
On Saturday, August 8, 2015 7:32 PM, Jim Stone <jrstone54@att.net> wro
te:
I'm looking for ideas to improve my start up both cold and hot.
I have an IO 540 C4 B5 with a non impulse mag on the upper plugs and Electr
oAir Electronic ignition (latest version on the lower plugs), and all aviat
ion plugs.
I removed the slick impulse Mag a year ago after the Slick Rep advised me t
o "get it off that engine before it comes apart and stops your engine".
I have been starting with just the ElectroAir and realized it is not my sta
rting technique as much as it is a lack of spark. =C2-ElectroAir told me
that the system has to measure a pretty fast cranking speed for what seems
like a long time before it produces a spark. =C2-This cranking pulls the
battery voltage down and if the voltage to the ElectroAir controller falls
below 11 volts, it no longer produces a spark. =C2-Of course I have no in
dication of no spark other than the obvious no start result. =C2-So with
some luck the batteries hold up long enough tilI =C2-I get the mixture ri
ght, if not, recharge and try later.
I'm considering the slick start but it requires a different mag from Slick
and a coupler which all together cost 2k.. =C2-Seems like a big price to
pay for better start performance, but I'm considering it.
Does anyone have a proven solution?
TIA,
Jim Stone
Louisville Kentucky=C2-
HR 11
Message 3
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| Subject: | Re: Starting problem |
You could add a holdover battery, as illustrated on the IGN page of this doc
ument: http://54.162.78.90/redmine/attachments/download/94/VFR%20Aircraft%20
Electrical%20System%20Rev%205.pdf
Vern
HR-II C-GVRL
=====
Vernon R. Little | President, Vx Aviation
> On Aug 8, 2015, at 6:27 PM, Jim Stone <jrstone54@att.net> wrote:
>
>
> I'm looking for ideas to improve my start up both cold and hot.
> I have an IO 540 C4 B5 with a non impulse mag on the upper plugs and Elect
roAir Electronic ignition (latest version on the lower plugs), and all aviat
ion plugs.
> I removed the slick impulse Mag a year ago after the Slick Rep advised me t
o "get it off that engine before it comes apart and stops your engine".
> I have been starting with just the ElectroAir and realized it is not my st
arting technique as much as it is a lack of spark. ElectroAir told me that t
he system has to measure a pretty fast cranking speed for what seems like a l
ong time before it produces a spark. This cranking pulls the battery voltag
e down and if the voltage to the ElectroAir controller falls below 11 volts,
it no longer produces a spark. Of course I have no indication of no spark o
ther than the obvious no start result. So with some luck the batteries hold
up long enough tilI I get the mixture right, if not, recharge and try late
r.
> I'm considering the slick start but it requires a different mag from Slick
and a coupler which all together cost 2k.. Seems like a big price to pay f
or better start performance, but I'm considering it.
> Does anyone have a proven solution?
> TIA,
> Jim Stone
> Louisville Kentucky
> HR 11
>
>
>
>
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=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
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3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
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=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
Message 4
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| Subject: | Re: Starting problem |
Hi Jim, former F! Rocker owner. Can you explain your complete starting
procedure. I had Electroair and an Impulse mag. I never had a hot or cold
start problem. You talk about getting the mixture right. Shouldn"t be
fooling with mixture control in process of eng. starting. Let me hear from you
on you about your complete starting process. Billy Waters McGregor,tx.
In a message dated 8/8/2015 10:29:54 P.M. Central Daylight Time,
voltar@vx-aviation.com writes:
You could add a holdover battery, as illustrated on the IGN page of this
document:
http://54.162.78.90/redmine/attachments/download/94/VFR%20Aircraft%20Electrical%20System%20Rev%205.pdf
Vern
HR-II C-GVRL
======
Vernon R. Little | President, Vx Aviation
On Aug 8, 2015, at 6:27 PM, Jim Stone <_jrstone54@att.net_
(mailto:jrstone54@att.net) > wrote:
I'm looking for ideas to improve my start up both cold and hot.
I have an IO 540 C4 B5 with a non impulse mag on the upper plugs and
ElectroAir Electronic ignition (latest version on the lower plugs), and all
aviation plugs.
I removed the slick impulse Mag a year ago after the Slick Rep advised me
to "get it off that engine before it comes apart and stops your engine".
I have been starting with just the ElectroAir and realized it is not my
starting technique as much as it is a lack of spark. ElectroAir told me that
the system has to measure a pretty fast cranking speed for what seems like
a long time before it produces a spark. This cranking pulls the battery
voltage down and if the voltage to the ElectroAir controller falls below 11
volts, it no longer produces a spark. Of course I have no indication of no
spark other than the obvious no start result. So with some luck the
batteries hold up long enough tilI I get the mixture right, if not, recharge and
try later.
I'm considering the slick start but it requires a different mag from Slick
and a coupler which all together cost 2k.. Seems like a big price to pay
for better start performance, but I'm considering it.
Does anyone have a proven solution?
TIA,
Jim Stone
_Louisville Kentucky_ (x-apple-data-detectors://0/1)
HR 11
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