Today's Message Index:
----------------------
1. 12:17 AM - Oh So Many Great Comments... (Matt Dralle)
2. 07:08 AM - Re: Continental engine starting (Gary Casey)
3. 07:39 AM - Re: Continental engine starting (Fergus Kyle)
4. 08:41 PM - Continental Engine Starting (Pete Marshall)
5. 11:42 PM - Official Usage Guideline [Please Read] [Monthly Posting] (Matt Dralle)
Message 1
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| Subject: | Oh So Many Great Comments... |
--> Engines-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
As I write this its still November 30th so technically the List Fund Raiser
is still underway! :-) I've gotten so many nice comments from Listers in
the last couple of days along with their Contributions that I just had to
share them with the Lists. Guys, I really appreciate the kind words and
great support that has come in the last few days.
If you've been meaning to support your Lists this month but have just been
putting it off until the last absolute minute, now's a perfect time to make
that Contribution!
http://www.matronics.com/contribution
A special thank you to everyone that has already shown their support. I'm
compiling the List of Contributors and will post it in a couple days. In
the meantime, please read over some of the nice things people have been
saying about the List along with their Contribution...
Thank you!!!
Matt Dralle
List Administrator
-------------- A Ton More Nice Comments ----------------
The number of times I've used the list (especially the
archives) to answer a question I have definitely makes my
contribution worth it.
Jordan G.
This list sure paves the way to a smoother building process.
Tim B.
Really enjoy the list and look forward to it every day.
Darren F.
Love the list, great diversion at work...
Rich C.
The [List] community much appreciates your well run list server.
Donald K.
Good list.
Graham H.
...a wonderful service!
Jon C.
I should be building when I'm reading the list but I have
to keep up with what's going on.
Jerry I.
...fills in the gap between building and flying.
Jerry B.
It's how I start my day.
Randy R.
Keep up the this GREAT resource.
Tom H.
Keeps me in the loop while my airplane is down for a while.
Tim G.
wonderful service...
Andrew J.
...an indispensable tool in building my airplane.
Mark K.
...such a great service.
Rex S.
I'm hooked.
Jerry I.
[The List] makes building a lot easier and more fun!
Eugene H.
Great list!
Sam P.
Its nice to be ad free...
Terry S.
Its an excellent list.
Jim G.
What a tremendous resource...
Bob C.
A great help and an excellent service.
Darren F.
Great service...
Patrick F.
I am an information junkie, and the list gives me my fix every day!
Mark S.
Much useful information is exchanged.
Graham H.
An exceptional resource...
Neal G.
This list is a valuable tool for me.
Grant F.
...such a valuable resource.
Kevin B.
Really enjoy the List...
Michael W.
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John L.
I have been done building my plane for three years now. I still
get valuable information from this List.
Don N.
Better than the soaps at times!
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Thanks for a huge archive of information.
Paul D.
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
do not archive
Message 2
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| Subject: | Re: Continental engine starting |
--> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
<<The technique for starting the fuel injected Continental engines is turn
on
the boost pump just long enough to bring the fuel pressure up to max. and
then turn the pump off. Close the throttle and crack it a bit and they will
always fire right off and keep on running. You do not overprime or flood
the engine when you do this. Now, hot starting is another matter!>>
Thanks for this - and other - comments. Your observation was the same as
mine - I would have thought it fired up rich, flamed out, and then more
cranking should have got it going when it pumped the excess fuel out the
exhaust. However, it didn't fire doing that and only priming it more seemed
to get it going. I was also very nervous about having that much fuel
directly below the (insured) plane. I assume a cold start is basically like
a Lycoming. Without the engine turning if there is fuel pressure and the
mixture is pushed in there will be fuel flow that can be used for priming.
Unlike typical updraft engines, the excess fuel from priming does not stay
in the intake manifold, but goes out the drains that are at the bottom of
the intake port. This might mean that you can prime all you want and still
not get a nice combustible mixture cloud in the intake manifold. And that
means that as soon as the engine fires it sucks in only air, resulting in an
immediate quit unless more fuel is instantly added. I'm still puzzled and I
assume this is only an issue with downdraft Continentals, right?
Gary Casey
Message 3
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| Subject: | Re: Continental engine starting |
--> Engines-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
Praps I'm being a bit naive to review an item or two in starting, but I'll
go ahead anyway.
My first radial [and inline] series of starts was in 1948 and I've done one
or two since.
The purpose is to deliver an ideal mixture to at least one cylinder.
If it's cold, then the cold fuel pumped into the intake manifold stays
liquid (doesn't aerate enough) to make the mixture. This leads to a lake of
liquid fuel which on start is sucked into the cylinder with insufficent air
to ignite properly, the excess fuel is unburnt and produces black (carbon)
smoke. So it is primed while being turned so that the primer sprays freshly
into the manifold and so to the cylinder. The trick is too discover how many
pumps (or seconds of electric primer) lead to the first firing - and never
use more after that.
If it's a hot start (cooking engine from recent shutdown) then the primer
fuel gasifies too much and the mix is too lean. So you prime while turning
so that the fuel is still liquid, not having had time to disperse as a weak
mix.
There is a sequence here - prime while turning. Takes four hands in a T6 and
three in a Wright TurboCompound - but is usually pretty easy in our
homebuilts.
Hope this helps some.
Ferg
Europa A064
----- Original Message -----
From: "Gary Casey" <glcasey@adelphia.net>
Subject: Engines-List: Continental engine starting
| --> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
|
| My friend has an IO-550-G in his Mooney Ovation and is having some trouble
| starting the engine. He, on advise from a "Mooney expert", uses a strange
| (to me) technique, cold or hot, of priming with lots of fuel to the point
| that there is a solid stream running out the drain. I watched him do a
cold
| start the other day at about 65F. He pumped until there was a small
puddle
| under the plane, cranked the engine and it fired quickly, emitted a cloud
of
| black smoke and then quit after a couple of revolutions. More cranking
| didn't result in even a single firing. Then he primed it more and this
time
| he had a sold stream coming out the drain for several seconds and the
puddle
| of fuel was now a few feet in diameter. Didn't look right to me, but this
| time it fired WITHOUT a lot of smoke and kept running. The whole thing
| doesn't seem right to this Lycoming driver, but I was wondering if anyone
| out there has a comment.
|
| Gary Casey
|
|
|
|
|
|
|
Message 4
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| Subject: | Continental Engine Starting |
--> Engines-List message posted by: Pete Marshall <wpetermarshall@shaw.ca>
The way we start our TCM IO-470 is to crack the throttle about 2 inches open, operate
fuel boost pump for about 2 or 3 seconds until 6 to 8 gallons per hour
shows on the fuel flow gauge, close the throttle, shutoff the boost pump, crack
the throttle 1/2 inch and crank the engine. Starts right up and keeps running.
Starting a big radial with the primer button and supercharger has no relevance
to the above procedure. Having operated the R-2800 on DC-6B aircraft, we were
able to start the engine at lean cutoff on the mixture, but with a finger on
the primer button. The engine is cranked while counting the blades on the prop
out the window. After six blades to ensure no hydraulic lock due to oil pooling
in the lower cylinders the call is made for switches on and the engine will
fire right up and run happily as long as you would want. The technique was
to then go to full rich mixture and release the primer button almost simultaneously.
If the primer button was released too early, a huge backfire would
result. The thing is, with a blower, it chews up the raw fuel squirting into
the airlflow upstream from it and the blower acts like a big blender to even
out the mixture for ignition on all cylinders. This is not the case on the Mooney.
Cheers, Pete
Message 5
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| Subject: | Official Usage Guideline [Please Read] [Monthly Posting] |
DNA: do not archive
--> Engines-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Lister,
Please read over the Engines-List Usage Guidelines below. The complete
Engines-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/Engines-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
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