Today's Message Index:
----------------------
1. 10:58 AM - Garmin interconnections (Carlos Trigo)
2. 11:59 AM - Re: Garmin interconnections (Stein Bruch)
3. 04:24 PM - IO-540 hot starts (Dan Charrois)
4. 05:32 PM - Re: IO-540 hot starts (Kelly McMullen)
5. 05:44 PM - Re: IO-540 hot starts (John MacCallum)
6. 05:59 PM - Re: IO-540 hot starts (John MacCallum)
7. 06:09 PM - Re: IO-540 hot starts (David Saylor)
8. 08:15 PM - Re: IO-540 hot starts (Kelly McMullen)
9. 08:23 PM - Re: IO-540 hot starts (Kelly McMullen)
10. 08:41 PM - Re: IO-540 hot starts (John MacCallum)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Garmin interconnections |
Guys
Does anyone in this magnificent group has GARMIN G3X and a Garmin Transponder already
working in his plane?
If yes, could you please share with me the interconnection schematics and the configuration
information, to help me putting my Transponder working.
Thanks
Carlos
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Garmin interconnections |
Page 27-25 of the install manual shows both the pinouts and the
configuration settings (for both the G3X side and the GTX side).
Cheers,
Stein
-----Original Message-----
From: owner-rv10-list-server@matronics.com
<owner-rv10-list-server@matronics.com> On Behalf Of Carlos Trigo
Sent: Tuesday, May 15, 2018 12:55 PM
Subject: RV10-List: Garmin interconnections
Guys
Does anyone in this magnificent group has GARMIN G3X and a Garmin
Transponder already working in his plane?
If yes, could you please share with me the interconnection schematics and
the configuration information, to help me putting my Transponder working.
Thanks
Carlos
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | IO-540 hot starts |
Hi everyone.
I'm wondering what procedures people are using for starting their IO-540s, particularly
hot starts.
My setup is pretty much stock - no fuel return line, using the AVStar fuel injection
system my factory Lycoming through Vans came with. Normal Slick magnetos
(again, stock with the engine), with the SlickSTART module.
For normal cold starts, what seems to work reliably for me is throttle open 1/2",
boost pump on, mixture rich for a few seconds (until pressure stabilizes),
then mixture ICO, boost pump off, and then start. As soon as the engine starts,
I go full rich to ensure it keeps going and then usually right away after,
pull the mixture back an inch or so. Pretty uneventful and usually works without
muss or fuss.
For hot starts (which in my plane seem to be necessary even if the engine's been
off for nearly an hour), based on another discussion I read awhile ago, I have
been doing a flooded procedure: throttle full forward, boost pump on, mixture
rich for about 2 seconds then ICO, leave the boost pump on, and start cranking.
After the engine starts (usually within 3 or 4 seconds), somehow get the
mixture forward and throttle back at the same time. But since I'm not one of
those with three hands, usually the engine surges to relatively high rpm before
I can get the throttle back (I'd tried getting the throttle back first, but
in so doing usually the engine quits before I can get the mixture forward. Getting
the mixture forward right away after the engine fires usually means the
engine keeps running, though I'm sure it's hard on the engine with not being
able to get the throttle back right away.
There's got to be a better way so hot starts can be reliable while keeping initial
RPM low, to reduce wear and stress on the engine and prop, not to mention
to just come off more professional :-) I saw one discussion awhile ago where
a poster suggested 1/2" throttle, no boost pump at all, mixture ICO, crank and
then if it doesn't fire, to slowly bring mixture forward until it does. I don't
understand how it could fire at all while the mixture is at ICO if the boost
pump hasn't pressurized fuel in the lines beforehand, but then I'm the furthest
thing from an engine mechanic. Could a hot start procedure really be just
that simple?
So I'm wondering if anyone has advice on what they do, in a stock Lycoming system
with regular Slick mags and no fuel return line.
Thanks!
Dan
---
Dan Charrois
President, Syzygy Research & Technology
Phone: 780-961-2213
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: IO-540 hot starts |
Dan,
It took me awhile to develop a reliable cold and hot start technique.
This after flying a 200 hp Mooney with the exact same mechanical fuel
pump and same Bendix/Precision RSA fuel injection.
What I found is that the RV fuel system has one significant issue that
my Mooney did not. That is the rise in the fuel lines to the fuel
selector. The boost off, mixture idle cutoff until cranked a few turns
worked on that engine.
When I first started flying the RV I had problems with the engine
starting and quitting, whether cold or hot. What I found was that if I
turned on the boost pump just before cranking, the problem of the engine
quitting went away. For hot, I would bring in the mixture immediately,
as I cranked, before the engine fired. I use about 1/4" of throttle for
both hot and cold. (about what gives 1000 rpm fast idle) For cold I go
full rich just before cranking. Never see more than 1200 rpm on either
hot or cold start. I rarely have the engine quit after start as long as
the boost pump is on until engine is running smoothly.
I urge you to cease using any flooded start technique. Very hard on your
cylinders and cam. First you get raw fuel in the cylinders that washes
off any oil film. Then you get high rpm before any oil has splashed on
the cam.
One other tidbit. Consider the IO540 to be a hot start any time the
crankcase inside the air inlets feels above ambient temperature.
Kelly
140+ hrs since first flight.
On 5/15/2018 4:21 PM, Dan Charrois wrote:
I saw one discussion awhile ago where a poster suggested 1/2"
throttle, no boost pump at all, mixture ICO, crank and then if it
doesn't fire, to slowly bring mixture forward until it does. I don't
understand how it could fire at all while the mixture is at ICO if the
boost pump hasn't pressurized fuel in the lines beforehand, but then I'm
the furthest thing from an engine mechanic. Could a hot start procedure
really be just that simple?
>
> So I'm wondering if anyone has advice on what they do, in a stock Lycoming system
with regular Slick mags and no fuel return line.
>
> Thanks!
>
> Dan
> ---
> Dan Charrois
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | IO-540 hot starts |
Hi Dan,
I have the Precision Air Motive Fuel Servo on my stock IO-540 D4A5 with Sli
ck Magnetos and the Slick Start Module.
Cold Starts pretty much the same as you describe except that I only use a 1
/4 inch of throttle.
If the plane has been sitting for only a short time on a hot day:-
Mixture at Cut Off
Throttle about =C2=BD inch.
Crank and when it fires Mixture to full rich.
After it stabilises, set RPM to 950 or 1000 and then lean for best idle.
If the plane has been sitting for a long time on a hot day say an (hour or
more.)
Same setup up as above except :-
While cranking if it doesn=99t fire within about 10 to 12 seconds.
Stop cranking.
Then
Mixture to Rich.
Boost pump on until it shows some flow, (maybe 3 or 4 seconds)
Mixture back to Cut off and boost pump off.
Then repeat the hot start procedure :-
Mixture at Cut off
Throttle =C2=BC to =C2=BD inch.
Crank
When it fires, Mixture to rich
Set the RPM and then lean.
On the odd occasions on very Hot days I have needed to turn the boost pump
on once it=99s running because it wants to die
due to vapour in the lines.
Cheers
John MacCallum
VH-DUU
RV10 #41016
Sent from Mail for Windows 10
From: Dan Charrois
Sent: Wednesday, 16 May 2018 9:21 AM
Subject: RV10-List: IO-540 hot starts
Hi everyone.
I'm wondering what procedures people are using for starting their IO-540s,
particularly hot starts.
My setup is pretty much stock - no fuel return line, using the AVStar fuel
injection system my factory Lycoming through Vans came with. Normal Slick
magnetos (again, stock with the engine), with the SlickSTART module.
For normal cold starts, what seems to work reliably for me is throttle open
1/2", boost pump on, mixture rich for a few seconds (until pressure stabil
izes), then mixture ICO, boost pump off, and then start. As soon as the en
gine starts, I go full rich to ensure it keeps going and then usually right
away after, pull the mixture back an inch or so. Pretty uneventful and us
ually works without muss or fuss.
For hot starts (which in my plane seem to be necessary even if the engine's
been off for nearly an hour), based on another discussion I read awhile ag
o, I have been doing a flooded procedure: throttle full forward, boost pump
on, mixture rich for about 2 seconds then ICO, leave the boost pump on, an
d start cranking. After the engine starts (usually within 3 or 4 seconds),
somehow get the mixture forward and throttle back at the same time. But s
ince I'm not one of those with three hands, usually the engine surges to re
latively high rpm before I can get the throttle back (I'd tried getting the
throttle back first, but in so doing usually the engine quits before I can
get the mixture forward. Getting the mixture forward right away after the
engine fires usually means the engine keeps running, though I'm sure it's
hard on the engine with not being able to get the throttle back right away.
There's got to be a better way so hot starts can be reliable while keeping
initial RPM low, to reduce wear and stress on the engine and prop, not to m
ention to just come off more professional :-) I saw one discussion awhile
ago where a poster suggested 1/2" throttle, no boost pump at all, mixture I
CO, crank and then if it doesn't fire, to slowly bring mixture forward unti
l it does. I don't understand how it could fire at all while the mixture i
s at ICO if the boost pump hasn't pressurized fuel in the lines beforehand,
but then I'm the furthest thing from an engine mechanic. Could a hot star
t procedure really be just that simple?
So I'm wondering if anyone has advice on what they do, in a stock Lycoming
system with regular Slick mags and no fuel return line.
Thanks!
Dan
---
Dan Charrois
President, Syzygy Research & Technology
Phone: 780-961-2213
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | IO-540 hot starts |
Hi Kelly,
I reckon your right with turning the boost pump on.
Especially on Hot Days when there is vapour in the system.
I will modify my Hot start procedure to:-
Throttle =C2=BC inch
Mixture Cut off
Boost pump on
Crank
When it fires, Mixture to Rich
Then set RPM and lean for best idle.
If it doesn=99t fire then try again after purging the lines with abou
t
4 or 5 seconds of flow and the Mixture rich.
Then repeat your procedure.
Cheers,
John MacCallum
VH-DUU
Sent from Mail for Windows 10
From: Kelly McMullen
Sent: Wednesday, 16 May 2018 10:29 AM
Subject: Re: RV10-List: IO-540 hot starts
Dan,
It took me awhile to develop a reliable cold and hot start technique.
This after flying a 200 hp Mooney with the exact same mechanical fuel
pump and same Bendix/Precision RSA fuel injection.
What I found is that the RV fuel system has one significant issue that
my Mooney did not. That is the rise in the fuel lines to the fuel
selector. The boost off, mixture idle cutoff until cranked a few turns
worked on that engine.
When I first started flying the RV I had problems with the engine
starting and quitting, whether cold or hot. What I found was that if I
turned on the boost pump just before cranking, the problem of the engine
quitting went away. For hot, I would bring in the mixture immediately,
as I cranked, before the engine fired. I use about 1/4" of throttle for
both hot and cold. (about what gives 1000 rpm fast idle) For cold I go
full rich just before cranking. Never see more than 1200 rpm on either
hot or cold start. I rarely have the engine quit after start as long as
the boost pump is on until engine is running smoothly.
I urge you to cease using any flooded start technique. Very hard on your
cylinders and cam. First you get raw fuel in the cylinders that washes
off any oil film. Then you get high rpm before any oil has splashed on
the cam.
One other tidbit. Consider the IO540 to be a hot start any time the
crankcase inside the air inlets feels above ambient temperature.
Kelly
140+ hrs since first flight.
On 5/15/2018 4:21 PM, Dan Charrois wrote:
I saw one discussion awhile ago where a poster suggested 1/2"
throttle, no boost pump at all, mixture ICO, crank and then if it
doesn't fire, to slowly bring mixture forward until it does. I don't
understand how it could fire at all while the mixture is at ICO if the
boost pump hasn't pressurized fuel in the lines beforehand, but then I'm
the furthest thing from an engine mechanic. Could a hot start procedure
really be just that simple?
>
> So I'm wondering if anyone has advice on what they do, in a stock Lycomin
g system with regular Slick mags and no fuel return line.
>
> Thanks!
>
> Dan
> ---
> Dan Charrois
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: IO-540 hot starts |
I do fuel injected hot and cold starts, Lyc and Continental, all the same
way:
Throttle and mixture full forward
Boost pump on for a good squirt. On my plane, I let the fuel pressure
build until it stops rising quickly. That takes 5-6 seconds.
Throttle barely open. On my quadrant, 1/8-1/4 inch off the idle stop
Mixture lean
Crank until it starts to sputter
Mixture gently forward
Mag switches depend on the airframe.
This technique gives me start-to-idle RPM right away without the high RPM
surge you hear around the ramp.
If it doesn't start right away there are often other issues.
As you suggested, the idea is to create a rich mixture, which leans itself
to the required starting mixture as you crank. I'm not sure I'd call it
"flooded".
A healthy priming shot gets cool, liquid fuel into the system downstream of
the spider. Up to that point all my FWF fuel lines are fire sleeved, so
hopefully they have some degree of insulation against heat.
If you're worried about degreasing your cylinder walls, I can say mine are
fine after 1800 hours.
This has worked well for me on RVs, Cessnas, Bonanzas, Pipers, etc.
Your starter may have a time limit. Stick to that. Mine is 10 seconds,
then it has to cool for 20 seconds.
I find that a lot of times some batteries can't crank long enough to clear
out the excess fuel and get to the correct mixture. So of course the
battery has to be in good shape, strong enough to crank to your starter
time limit. 10 seconds, in my case, seems like a LONG time, especially
when it usually starts in 2-3 seconds. But if I hang in there and let it
crank away the excess fuel, I have pretty good luck.
If it doesn't start, I usually start over from scratch.
I think a lot of starting problems are timing related and battery related.
Make sure those things are right and the starting gets a lot easier.
--Dave
On Tue, May 15, 2018 at 4:21 PM, Dan Charrois <dan@syz.com> wrote:
>
> Hi everyone.
>
> I'm wondering what procedures people are using for starting their IO-540s,
> particularly hot starts.
>
> My setup is pretty much stock - no fuel return line, using the AVStar fuel
> injection system my factory Lycoming through Vans came with. Normal Slick
> magnetos (again, stock with the engine), with the SlickSTART module.
>
> For normal cold starts, what seems to work reliably for me is throttle
> open 1/2", boost pump on, mixture rich for a few seconds (until pressure
> stabilizes), then mixture ICO, boost pump off, and then start. As soon as
> the engine starts, I go full rich to ensure it keeps going and then usually
> right away after, pull the mixture back an inch or so. Pretty uneventful
> and usually works without muss or fuss.
>
> For hot starts (which in my plane seem to be necessary even if the
> engine's been off for nearly an hour), based on another discussion I read
> awhile ago, I have been doing a flooded procedure: throttle full forward,
> boost pump on, mixture rich for about 2 seconds then ICO, leave the boost
> pump on, and start cranking. After the engine starts (usually within 3 or
> 4 seconds), somehow get the mixture forward and throttle back at the same
> time. But since I'm not one of those with three hands, usually the engine
> surges to relatively high rpm before I can get the throttle back (I'd tried
> getting the throttle back first, but in so doing usually the engine quits
> before I can get the mixture forward. Getting the mixture forward right
> away after the engine fires usually means the engine keeps running, though
> I'm sure it's hard on the engine with not being able to get the throttle
> back right away.
>
> There's got to be a better way so hot starts can be reliable while keeping
> initial RPM low, to reduce wear and stress on the engine and prop, not to
> mention to just come off more professional :-) I saw one discussion awhile
> ago where a poster suggested 1/2" throttle, no boost pump at all, mixture
> ICO, crank and then if it doesn't fire, to slowly bring mixture forward
> until it does. I don't understand how it could fire at all while the
> mixture is at ICO if the boost pump hasn't pressurized fuel in the lines
> beforehand, but then I'm the furthest thing from an engine mechanic. Could
> a hot start procedure really be just that simple?
>
> So I'm wondering if anyone has advice on what they do, in a stock Lycoming
> system with regular Slick mags and no fuel return line.
>
> Thanks!
>
> Dan
> ---
> Dan Charrois
> President, Syzygy Research & Technology
> Phone: 780-961-2213
>
>
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: IO-540 hot starts |
Boost pump does not remove any vapor in the lines, because the
Bendix/Precision injection system is closed, with no return lines.
What the boost pump does is eliminate the mechanical pump trying to suck
fuel from the tanks, which may in itself create vapor.
Probably will vary as to when mixture needs to go rich, depending on engine
temp, OAT, etc. Not sure why the SlickStart is not doing a better
job of getting the engine started.
Sent from my IBM-360 main frame
On Tue, May 15, 2018 at 5:56 PM, John MacCallum <john.maccallum@bigpond.com
>
wrote:
> Hi Kelly,
>
> I reckon your right with turning the boost pump on.
>
> Especially on Hot Days when there is vapour in the system.
>
>
> I will modify my Hot start procedure to:-
>
>
> Throttle =C2=BC inch
>
> Mixture Cut off
>
> Boost pump on
>
> Crank
>
> When it fires, Mixture to Rich
>
> Then set RPM and lean for best idle.
>
>
> If it doesn=99t fire then try again after purging the lines with ab
out
>
> 4 or 5 seconds of flow and the Mixture rich.
>
> Then repeat your procedure.
>
>
> Cheers,
>
>
> John MacCallum
>
> VH-DUU
>
>
> Sent from Mail <https://go.microsoft.com/fwlink/?LinkId=550986> for
> Windows 10
>
>
> *From: *Kelly McMullen <kellym@aviating.com>
> *Sent: *Wednesday, 16 May 2018 10:29 AM
> *To: *rv10-list@matronics.com
> *Subject: *Re: RV10-List: IO-540 hot starts
>
>
>
>
> Dan,
>
> It took me awhile to develop a reliable cold and hot start technique.
>
> This after flying a 200 hp Mooney with the exact same mechanical fuel
>
> pump and same Bendix/Precision RSA fuel injection.
>
> What I found is that the RV fuel system has one significant issue that
>
> my Mooney did not. That is the rise in the fuel lines to the fuel
>
> selector. The boost off, mixture idle cutoff until cranked a few turns
>
> worked on that engine.
>
> When I first started flying the RV I had problems with the engine
>
> starting and quitting, whether cold or hot. What I found was that if I
>
> turned on the boost pump just before cranking, the problem of the engine
>
> quitting went away. For hot, I would bring in the mixture immediately,
>
> as I cranked, before the engine fired. I use about 1/4" of throttle for
>
> both hot and cold. (about what gives 1000 rpm fast idle) For cold I go
>
> full rich just before cranking. Never see more than 1200 rpm on either
>
> hot or cold start. I rarely have the engine quit after start as long as
>
> the boost pump is on until engine is running smoothly.
>
> I urge you to cease using any flooded start technique. Very hard on your
>
> cylinders and cam. First you get raw fuel in the cylinders that washes
>
> off any oil film. Then you get high rpm before any oil has splashed on
>
> the cam.
>
> One other tidbit. Consider the IO540 to be a hot start any time the
>
> crankcase inside the air inlets feels above ambient temperature.
>
> Kelly
>
> 140+ hrs since first flight.
>
>
> On 5/15/2018 4:21 PM, Dan Charrois wrote:
>
>
> I saw one discussion awhile ago where a poster suggested 1/2"
>
> throttle, no boost pump at all, mixture ICO, crank and then if it
>
> doesn't fire, to slowly bring mixture forward until it does. I don't
>
> understand how it could fire at all while the mixture is at ICO if the
>
> boost pump hasn't pressurized fuel in the lines beforehand, but then I'm
>
> the furthest thing from an engine mechanic. Could a hot start procedure
>
> really be just that simple?
>
> >
>
> > So I'm wondering if anyone has advice on what they do, in a stock
> Lycoming system with regular Slick mags and no fuel return line.
>
> >
>
> > Thanks!
>
> >
>
> > Dan
>
> > ---
>
> > Dan Charrois
>
> &n======================
>
>
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: IO-540 hot starts |
It may work for you. However, manuals for Lycoming and TCM engines call for
entirely different technique for hot starts.
TCM injection has a fuel return circuit. It is used to purge any vapor and
cool the fuel lines. In other words 8-10 seconds of fuel boost on with
mixture at idle cutoff to clear the vapor and gives you cooler fuel from
the tanks in the servo and spider line.
In neither brand engine do you want a lot of fuel before cranking. No fuel
pump and rich mixture together before cranking.
Lycoming/Bendix injection has no return line and the only place you can
send vapor is into the engine, creating a rich condition.
Sent from my IBM-360 main frame
On Tue, May 15, 2018 at 6:06 PM, David Saylor <saylor.dave@gmail.com> wrote:
> I do fuel injected hot and cold starts, Lyc and Continental, all the same
> way:
>
> Throttle and mixture full forward
> Boost pump on for a good squirt. On my plane, I let the fuel pressure
> build until it stops rising quickly. That takes 5-6 seconds.
> Throttle barely open. On my quadrant, 1/8-1/4 inch off the idle stop
> Mixture lean
> Crank until it starts to sputter
> Mixture gently forward
>
> Mag switches depend on the airframe.
>
> This technique gives me start-to-idle RPM right away without the high RPM
> surge you hear around the ramp.
>
>
>>
>
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | IO-540 hot starts |
Yes the Fuel Vaporises out of the Injector lines when it=99s hot and
been sitting for a while and the Boost Pump just helps push the Fuel throug
h quicker. As for the Slick Start I just think it=99s a fuel starvati
on thing. Just as long as you don=99t run the pump with the mixture
full rich for a long period like during a cold start. If you that it is the
n way too rich for a hot start and there is a possibility of fuel sitting
in the Air Cleaner box on a bottom induction system like an RV10 has. If yo
u do have fuel sitting there and you get a back fire through the Induction
system you will have a nice little fire to contend with! Keep Cranking as i
t says in the Checklist! lol
Cheers
John MacCallum
VH-DUU
Sent from Mail for Windows 10
From: Kelly McMullen
Sent: Wednesday, 16 May 2018 1:12 PM
Subject: Re: RV10-List: IO-540 hot starts
Boost pump does not remove any vapor in the lines, because the Bendix/Preci
sion injection system is closed, with no return lines.
What the boost pump does is eliminate the mechanical pump trying to suck fu
el from the tanks, which may in itself create vapor.
Probably will vary as to when mixture needs to go rich, depending on engine
temp, OAT, etc. Not sure why the SlickStart is not doing a better
job of getting the engine started.
Sent from my IBM-360 main frame
On Tue, May 15, 2018 at 5:56 PM, John MacCallum <john.maccallum@bigpond.com
> wrote:
Hi Kelly,
I reckon your right with turning the boost pump on.
Especially on Hot Days when there is vapour in the system.
=C2-
I will modify my Hot start procedure to:-
=C2-
Throttle =C2=BC inch
Mixture Cut off
Boost pump on
Crank
When it fires, Mixture to Rich
Then set RPM and lean for best idle.
=C2-
If it doesn=99t fire then try again after purging the lines with abou
t
4 or 5 seconds of flow and the Mixture rich.
Then repeat your procedure.
=C2-
Cheers,
=C2-
John MacCallum
VH-DUU
=C2-
=C2-
=C2-
Sent from Mail for Windows 10
=C2-
From: Kelly McMullen
Sent: Wednesday, 16 May 2018 10:29 AM
Subject: Re: RV10-List: IO-540 hot starts
=C2-
=C2-
Dan,
It took me awhile to develop a reliable cold and hot start technique.
This after flying a 200 hp Mooney with the exact same mechanical fuel
pump and same Bendix/Precision RSA fuel injection.
What I found is that the RV fuel system has one significant issue that
my Mooney did not. That is the rise in the fuel lines to the fuel
selector. The boost off, mixture idle cutoff until cranked a few turns
worked on that engine.
When I first started flying the RV I had problems with the engine
starting and quitting, whether cold or hot. What I found was that if I
turned on the boost pump just before cranking, the problem of the engine
quitting went away. For hot, I would bring in the mixture immediately,
as I cranked, before the engine fired. I use about 1/4" of throttle for
both hot and cold. (about what gives 1000 rpm fast idle) For cold I go
full rich just before cranking. Never see more than 1200 rpm on either
hot or cold start. I rarely have the engine quit after start as long as
the boost pump is on until engine is running smoothly.
I urge you to cease using any flooded start technique. Very hard on your
cylinders and cam. First you get raw fuel in the cylinders that washes
off any oil film. Then you get high rpm before any oil has splashed on
the cam.
One other tidbit. Consider the IO540 to be a hot start any time the
crankcase inside the air inlets feels above ambient temperature.
Kelly
140+ hrs since first flight.
=C2-
On 5/15/2018 4:21 PM, Dan Charrois wrote:
=C2-=C2- I saw one discussion awhile ago where a poster suggested 1/2"
throttle, no boost pump at all, mixture ICO, crank and then if it
doesn't fire, to slowly bring mixture forward until it does.=C2- I don't
understand how it could fire at all while the mixture is at ICO if the
boost pump hasn't pressurized fuel in the lines beforehand, but then I'm
the furthest thing from an engine mechanic.=C2- Could a hot start procedu
re
really be just that simple?
>
> So I'm wondering if anyone has advice on what they do, in a stock Lycomin
g system with regular Slick mags and no fuel return line.
>
> Thanks!
>
> Dan
> ---
> Dan Charrois
&n=====================ch & Downl
oad, 7-Day Browse, Chat, FAQ,
=C2-
=C2-
=C2-
=C2-
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|