Message-Id: <200107061437.f66EbOj71851@king1.vineyard.net>
From: "Ted Stanley" <direct@vineyard.net>
To: <lancair.list@olsusa.com>
Subject: re: Starting techniques
Date: Fri, 6 Jul 2001 10:33:48 -0400
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Reply-To: lancair.list@olsusa.com

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Hard starting when hot can be a problem. I have a Baron with IO-550-C
engines that I fly in air taxi service and often have to make "quick turns"
with hot starts.

My hot starting technique, which may or may not be possible
on your particular Lancair, and may only be applicable to those of you with
normally aspirated TCM engines (Lycomings are quite different) is fairly
simple.

Yes, using the fuel pump to cool the system will work, but you can also
try this:

HOT START
Mixture rich
Throttle open about one eighth of travel
Boost pump on LOW
WAIT until you see the FIRST indication of fuel flow
then CRANK the engine immediately
When engine starts let it run for 30 seconds or so then 
REMEMBER to turn off the boost pump

The engine usually fires right off. You may find that a smooth, rapid
opening and closing of the throttle is required to allow the pump to send a
shot of fuel to the nozzles, failure to do this often results in the engine
starting for a moment then shutting down from vapor lock.

Note here that one needs to appreciate the difference between an actual
fuel flow indicator which uses a fuel flow transducer, vs. a pressure
sensing gauge which is calibrated to indicate resultant fuel flow. The
technique outlined above is applicable to aircraft using actual fuel flow
indicators.

The magneto problem associated with hot starting problems mentioned by
another poster was, as I recall, the result of interference from the
rubber bushings between the magneto impulse coupling and the drive gear.
When hot, the assembly would get "sticky" and the impulse coupling would be
unable to snap around and do its job. It all worked fine when cold but
drove many pilots and a few mechanics nuts trying to figure it out.

Ted Stanley
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