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#11
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Rick Durden wrote: You may have bent a connecting rod. I think that unlikely considering the quality of the flight after he did get it started. George Patterson A woman's perfect breakfast occurs when she's sitting at the table sipping gourmet coffee while looking at pictures of her son on the cover of Sports Illustrated, her daughter on the cover of Business Week, her boyfriend on the cover of Playgirl, and her husband on the back of the milk carton. |
#12
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#13
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George,
Damage from hydraulic lock sometimes shows up immediately (friend of mine had the engine fail within 45 minutes after the lock) and some does not show up for many hours, or even until overhaul. I just hope he did not damage the engine. All the best, Rick "G.R. Patterson III" wrote in message ... Rick Durden wrote: You may have bent a connecting rod. I think that unlikely considering the quality of the flight after he did get it started. George Patterson A woman's perfect breakfast occurs when she's sitting at the table sipping gourmet coffee while looking at pictures of her son on the cover of Sports Illustrated, her daughter on the cover of Business Week, her boyfriend on the cover of Playgirl, and her husband on the back of the milk carton. |
#14
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Rick Durden wrote: Damage from hydraulic lock sometimes shows up immediately (friend of mine had the engine fail within 45 minutes after the lock) and some does not show up for many hours, or even until overhaul. I'm just thinking that a bent con-rod should show up as vibration. At the least, you'll be getting less compression and power out of that cylinder. George Patterson A woman's perfect breakfast occurs when she's sitting at the table sipping gourmet coffee while looking at pictures of her son on the cover of Sports Illustrated, her daughter on the cover of Business Week, her boyfriend on the cover of Playgirl, and her husband on the back of the milk carton. |
#16
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"Paul Sengupta" wrote in message .. .
snip How does it happen to be that the standard hot start procedure for my plane (fuel injected Lycoming 360) and I believe many others is: no priming, throttle to max, mixture to idle cut off and crank...when it fires reverse the throttle and mixture (works like a dream on my plane by the way). Now this is basically the flooded engine procedure... so how come there's fuel in the cylinders/manifold on shutting down a FI engine by leaning the mixture? Fuel "out" of the servo is shut off by the mixture control at ICO. If the Brand L in question has an external flow divider, the valve in the flow divider closes also. The engine quits because of the "finger over the soda straw" principle, there is still fuel in the injector hard lines, it just stops flowing out the nozzle end when the inlet end is stopped up. The heat-soaked engine compartment eventually drives the fuel out of the hard lines either as liquid fuel, or more likely as fuel vapor. Catch it just right and you can hear it "bubbling". Fuel ends up in the intake port of the cylinder, or in the induction system, where it is waiting patiently for a suck-squeeze-spark. TC |
#17
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Here's the way I was taught to hot-start the 180hp Lycomings in the Skyhawk: Follow the check list procedure for a normal (first time today) start..... That is: Advance throttle 1/4 inch Mixture to idle cutoff Master switch on Fuel pump on Push in mixture control to see positive fuel flow on the gauge Mixture to idle cutoff Fuel pump off Crank the engine Shove the mixture control to full rich when the engine starts Adjust throttle for 1,000rpm It works for me. Even when the OAT is 3-digits |
#18
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Hot start procedure for my Trinidad (Lycoming IO 540 C4 DD 250hp) is fuel pump on, throttle full open, mixture to full rich for 1 second or positive flow then closed, fuel pump off, and when the engine fires mixture to full rich. Simple & works every time. Bex -- bex ------------------------------------------------------------------------ Posted via OziPilots Online [ http://www.OziPilotsOnline.com.au ] - A website for Australian Pilots regardless of when, why, or what they fly - |
#19
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Ah, thanks! The follow on question is then...
We stop the engine by moving the mixture to ICO. Now all the books, etc, say that this is so that there is no fuel left to ignite if there's a live mag, so the engine won't start. Now if an FI engine leaves fuel ready for the next start, then a) it's more dangerous if there's a live mag, and b) would switching off the ingition be any different in this case? Would it leave the engine too flooded? Paul wrote in message om... The heat-soaked engine compartment eventually drives the fuel out of the hard lines either as liquid fuel, or more likely as fuel vapor. Catch it just right and you can hear it "bubbling". |
#20
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On Fri, 17 Oct 2003 03:40:48 GMT, "Casey Wilson"
wrote: Here's the way I was taught to hot-start the 180hp Lycomings in the Skyhawk: Follow the check list procedure for a normal (first time today) start..... That is: Advance throttle 1/4 inch Mixture to idle cutoff Master switch on Fuel pump on Push in mixture control to see positive fuel flow on the gauge Mixture to idle cutoff Fuel pump off Crank the engine Shove the mixture control to full rich when the engine starts Adjust throttle for 1,000rpm It works for me. Even when the OAT is 3-digits Casey, you just described what the Skyhawk POH says is the "cold start" procedure. The POH specifically says to eliminate the use of the fuel pump for a hot start. Did you read that out of the POH, or is it something taught to you by your instructor because he/she found it worked better? Thanks, Corky Scott |
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