How to Hot Start a Cirrus SR22T
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- เผยแพร่เมื่อ 8 ก.ค. 2020
- Hot starts can be tricky! Make sure you think through it first. Be aware of the false start and when the engine catches, throttle back. Here is my procedure, would love to hear if you agree or disagree with it?
First set parking brake and hold tightly.
- Check oil temp - if oil temp is in the green, attempt a hot start
- Mixture Full Rich
- Power lever - minimum 50% open
- Boost pump on
- Crank Engine - At the first indication (sound or visual) of fuel being being pushed
- Crank Starter through false start
- Increase throttle until engine catches
- Adjust power lever to 1000's RPMs immediately to prevent high power engine settings at start up.
Al
Starting an engine as smoothly as you did, will always get you a nod from the line staff and other recip pilots. They say to themselves: “Now there’s a real pilot! He/she knows what they are doing.” It is like hitting a home run or catching a well hit ball. Racing the engine on start or a long cranking of the starter is for the rookies. It is all part of the lore of being a pilot.
Thanks for sharing!
Patrick from Albuquerque
Here is what I use and it has worked well for me. Throttle 1/4 open or so, mixture cutoff, key in and ready. Boost pump on, turn the key, as the engine catches you slowly add mixture to about 1/2 to 3/4. Let the engine stabilize with the boost pump on for a minute or so while keeping the rpm at a reasonable 1200-1400. If you add mixture too quick it will choke and if you cut the boost pump off too quick it will die. This has worked well for me each time I have tried it. It avoids the throttle snatching you have to do with a throttle wide open technique. Hope this helps!
Awesome to hear this. All these techniques have been so helpful to people on the channel. Thank you for sharing this!
Hi Al, I used this procedure yesterday in my Turbo G6 and it worked perfectly. In fact, it's the best method I've tried. We were only on the ground long enough to fill up the plane with gas, wait an extra 5 minutes (20 min total?), and then off we went.
Great advice!!
I’m glad this could help you! Keep it up!
I just took delivery of a new turbo and worked with Conor! Loved Knoxville and absolutely loved the training out there. I never looked into a hot start procedure while I was out there. I almost called my factory instructor for help but your video is perfect!
Awesome! I’m glad you found this helpful! Conor is awesome and I am jealous of you being able to fly around some beautiful scenery! Congratulations!!
In 2020...a $900k airplane should be FADEC.
Such an enormous disappointment in GA.
Beautiful plane and a very well explained video. I would love to own a Cirrus someday!
I hope it comes to light for you soon!!
I'm not a Cirrus guy but I have hundreds of hours operating turbocharged fuel-injected Continentals in 40C+ temps with a lot of quick turns.
The hot-start procedure outlined by Continental works perfectly every single time. It has never failed me once. For some odd reason, the airframe manufacturers never put it in the AFM/POH or give some technique that almost never works. I don't care for the technique you showed here as it is very likely to result in high rpm on startup. Engines with no oil pressure don't like high rpm.
Here is the Continental way:
1. DO NOT TOUCH THE MIXTURE UPON ENTERING. Leave it in the cutoff position. If anything, pull it closed with a bit of force to make sure it is fully off.
2. Open the throttle to 100%.
3. Turn the boost pump to the high position for at least 30 seconds up to 1 minute.
4. Verify there is no/very low fuel flow indications (more than 0.5GPH is unacceptable as you will flood it, this should be addressed by an A&P as something is set incorrectly)
5. Open the mixture to full rich or as appropriate for a cold start at the current density altitude.
6. Prime for 5-10 seconds.
7. Close and the crack throttle as you would for a cold start.
8. Engage starter.
What this procedure does is force the fuel around the fuel system at the engine and clears it of vapor. After the system is clear of vapor you can treat it just like a cold start. This method also prevents you from revving the engine and causing premature wear to bearing and friction surfaces. If done correctly the engine should slowly come to life and never exceed 800-900rpm.
Thanks for your addition here!
TheLightningII this is the procedure I’ve used on the Cirrus.
The factory technique requires two hands and worse does not really account for density altitude on hot days...it's more of a sea-level technique which is where the factory is in Mobile, Al, btw.
This method doesn’t work for me as my engine will flood, even with mixture in full cutoff position.
Funny enough, that’s exactly how I hot start. I flip the boost pump on as the same time as I crank. Works everytime
Really looking forward to trying this method next time I need to do a hot start. Haven’t had much luck with any other ones I have found on TH-cam.
Good luck with it! Hopefully it does the trick next time. Report back how it does!
This method has worked so well for me, thank you.
I use something very similar. Had a lot of Stats Air (SP) in and out of HXD. ( I think Trip flew their) They would shut down for 10 mins and restart and go. So I asked re the procedure they use since the Cirrus book didn't always work for me.
1) Mix & Throttle full Forward
2) boost & Crank simultaneously
3)Engine fires right up
Passed your video along to some students
Chuck Copley
I use the exact same method.
Awesome! Thank you Chuck. Glad it passed the test!
This is very helpful. I’ve had people asking for something like this! Thanks Al
Glad you can use it!!!
That engine sounds so good!
Thanks Al.. I enjoy and learn from your channel!
I fly new SR22T. Your Hot Start Procedure works good for me as well!
Awesome!!! That it works! I’m glad. Always open to new tips! Enjoy.
Great Video. Perfect technique.
Thank you! Cheers!
This was great! Thanks! 🙏
Thanks AL!
Al, great video. I’ve got a G3 TN and your technique is great. But.....how does it work and do you make any modifications if it is heat soaked or left on the ramp for an hour? I’ve tried your technique and like for a quick turn but concerned that it will be problematic after letting it sit for an hour on a hot summer day after it’s been flown hard for 2-3 hours. I do open the oil cap to let the heat dissipate....FYI. Thoughts? Dave
Thanks Al
Two ways to do this. 1. full throttle, rich on idle cutoff, prime to run cold fuel thru the whole system, wait a minute. then advance rich full and start 2. full throttle, full rich, poke the prime bump for 2 seconds. then off, turn engine till it catches (pulls fuel thru) then hit boost pump and the engine will rev and pull the throttle back, leave the rich full for taxi when hot or it will quit
Hi Al, thanks for the great and helpful video! My question: What procedure do you use when the engine is off for about 1 hour? Still warm, but maybe around or below 100° F. My assumption would be: Mixture rich, Throttle full open, select high boost/prime, wait for the pump noise to lower its pitch, then select boost, reduce throttle to 1 quarter inch, then crank the engine for 10 seconds maximum. Is that your recommended procedure? Or would you leave the throttle half open also in this scenario? Thanks and best regards, Manuel
Nice sir
Please pardon my ignorance, shouldn't a modern plane, especially in this price range be smart enough to hot start itself? I certainly understand the procedure with older, carbureted aircraft but, isn't this plane fuel injected? Beautiful plane love the SR series.
Cirrus innovate in all areas..... except engines. Other manufacturers like Diamond have foreseen that lead-burning engines are not the future - they've gone to Jet A burning diesel engines, that have FADEC. In a DA-50, the hot start procedure is the same as the cold start procedure (or any other start). Turn on the engine master and hit the start button. FADEC deals with everything and the engine starts and runs smoothly from the get-go.
Just started watching your channel. I like how you take your time and go thru the features and function of the SR22. I'm looking forward to watching the videos on programing the instruments. One question; what do you do for a living? I'm always curious about how people can afford to fly (cuz I'll never be able to afford it). Do you own an SR22?
Great Question! I am very lucky that I get to fly these airplanes so often. I work for Cirrus Aircraft as our regional sales director for Illinois and Wisconsin. Ownership is very approachable.
To prove it, before I worked for Cirrus, I used to personally own an SR20. I was 29 and a flight instructor at the time. It was a great plane and I was always blown away (in a good way) about the costs. The worst case fears never really popped up, I even had to do a top overhaul on the engine which was not too bad. Aircraft ownership does not even have to be just a Cirrus, many good and fun planes out there that could really fit your budget.
Does Cirrus not provide a HOT START checklist ... instead of pilots just making up procedures?
They do have a procedure and a course now.
Nice.
I own and fly an SR22T G5. I am based in Las Vegas (100 to 120f air temps on the ground). After two years of trial and error I came up with this technique which has finally solved the problem (oil temp does not matter).
Always open the oil access lid while the plane sits on the ramp. Remember to shut it again before getting back in the plane.
Set full rich and full throttle. Set boost pump (prime) for 2 secs and return to neutral (forces fuel into the lines to clear vapor). Turn key until the engine begins to fire and quickly pop the boost pump (normal) and keep the starter engaged as the engine sputters to life. Pull the throttle back to 1/4 but leave full rich and boost pump on (if you change either the engine will quit again). Let the engine run for at least a minute or two before setting rich (X) and boost pump off for taxi.
This is amazing! You really know the hot starts living in Las Vegas! I appreciate your comment of venting the heat with the oil door. It makes a lot of sense. Cooling the fuel lines and clearing the vapor in your tip is also great. Anything else we should be aware of for very hot weather!?
@@al.waterloo Sure. Carry windscreen shades when leaving the plane on the ramp. Always allow for high density altitude flying (never climb faster than 500fpm unless dealing with mountains then circle if you must.) Never lean climb in the heat. Be as light as possible on the brakes, they get hot very quickly. Use air fan only on the ground and the A/C in level cruise if you have it. Best cruise at 75% power or lean TIT temps at 1600 or slightly under.
@@al.waterloo Also. Only crank the engine for 30 secs or less at a time. Then let it cool for five minutes (the starter can be harmed if you over crank). If you flood the engine (fuel dumps out the overflow) then let it sit for five minutes and start the sequence again.
On my SR 20 I do a normal start procedure except I don't prime or turn on the boost pump. Once I engage the started and the prop moves I flip on the boost pump....starts every time!
Awesome that works really well! I used to own an SR20 like yours and that did the trick! It’s awesome. Thanks for sharing it.
The Button alternatorr?????
Does Cirrus have a standard/approved method for doing a hot start?
Yes, if you go to www.cirrusapproach.com and check out the engine management course. There are some really neat video and guidance procedures in that course! It also does a great job of mapping out what is actually happening in the engine and why the hot start is needed.
Yes. Contact the factory to get it...it does not resemble the Continental factory procedure btw.
I own a 2008 Columbia 400 with a TSIO-550. Same engine but I have 3 controls. So, full rich. Rpm all the way in. Throttle is 1 turn in. No prime. Start engine..about to start add 1 prime of full to get started...adjust idle to 900-1000.
Awesome! This sounds like it works great.
Is the procedure the same for a G5 NA?
Yes it should very equivalent.
@@al.waterloo Thank you and congrats on your new venture.
Not an engine expert, so please bear that in mind. Why do car engines start in hot or cold without the need to perform these tasks and a 1 million dollar plane cannot? What is so different between the two?
The engine in a Cirrus is still based on 1950s technology. Your car has an ECU which senses temps etc and will set the fuel/air ratio to get the correct start. These engines have no ECU so you have to do all the work.
Where do I get started with getting my pilot’s license?
Where do you live? There are a lot of ways to get started. You can get going with some online ground schools (cirrus approach.com, mzeroa.com, Boldmethod.com) there are some good ones out there! Let us know how you can help.
I don’t understand that is not clear...
Watch it again?
Good video
But folks it’s not ok to accept a brand new $1M plane with an engine that won’t start/ needs a complicated procedure to start…
You are right. This is a downside of legacy engines. Go FADEC ASAP please Cirrus.
So pathetic that in 2020 it’s still this complicated to start and run an engine on a $1 million airplane. This should be automatic - push a damn button. Mixing should be fully auto too obviously.
In a 22NA, try this, no prime, full throttle, mixture cut off. Engine will fire immediately so be ready to retard throttle, full mixture and then boost.
Love it. Thanks for the help. I will try it next time. The false start has got me in the past.
Best way to hot start a plane is to buy one with an engine from this century.
Hot starts are a problem for fuel injected engines because the fuel lines run on top of the engine where heat accumulates under the cowling. Fuel injection btw is a more modern upgrade to a piston aircraft engine. So the 'new' tech for them introduced the problem. Before making a troll like comment on an aviation video you may want to learn something about the subject first.
@@gbigsangle3044 just repeating something your mom told me.
@@gbigsangle3044 - Nonsense! The TSIO-550 with fuel injection is *not* a modern engine. fuel injection was available on aircraft piston aircraft in the 1960s! A modern aircraft is a FADEC TDI JET A engine, as fitted in Diamond and other innovative aircraft. Cirrus need to ditch the 1950s engines and get FADEC or they will become irrelevent.
@@BobC250Gimme a break. FADEC came out in the 60s too. And has no business on a small GA plane. The Diamond diesel is a CAR ENGINE adapted to the plane. It is NO more modern than any other piston engine. In fact, its impossible to get serviced since its only found on the Diamond, which sells a fraction of Cirrus or other planes using Continental engines. If you are going ot assert a thing about engine tech, suggest you actually get to know what you think you are talking about.