ASI Safety Tip: Hot Starts
ฝัง
- เผยแพร่เมื่อ 14 ส.ค. 2019
- Do you struggle with hot starting an airplane? You’re not alone.
In this video, we help demystify hot start procedures, and give you a peek at what’s happening under the hood - in your airplane’s fuel delivery system.
I just want to give a big thumbs up for this video. Not only for the topic, but for its simple clarity and high production value. So many GA video lessons out there are dated, stuffy, and done cheaply. This was so refreshing to watch!
I dealt with that non stop when I did bush flying in Botswana, Africa. I would land in a little village to unload the people and cargo and if I didn't do it quick enough I had to deal with a hot start. We had one pilot that was so fed up with hot starts that he would leave the engine running while unloading the plane and a village kid got killed when he walked into the propeller. I actually thought he was gone to jail for that but the pilot paid the family $300 dollars and he never got charged with anything, it's mind blowing how things work in Africa that a kid's life is worth $300 dollars.
With a fuel injected Lyc, before shutting down the engine, run it up to 1200 RPM, and then pull the mixture. After the engine stops, DON'T TOUCH the engine controls. When you go to start the engine, DON'T TOUCH the engine controls. Just crank the engine and when it starts, advance the mixture. I have never had a hot start problem in 30+ years.
I do the exact same procedure with my carbureted O360, works great.
Years ago I flew a Cessna Cardinal with a FI Lyc engine. If I followed the procedure in the POH it would take forever to start I also had to replaced the starter. Then one time after fueling up I did the same as you suggested, it worked and I never went back to the POH procedure. I was told this method would leave air in the fuel lines and air lock the fuel system and the engine would quit on climb out. The first time I tried it I did a long run up with no hint of a problem, I used that method until the day I sold it and it never gave any problem.
This didn’t work on my IO-390, for what that’s worth.
At the start of my flying career, I flew in the african bush (most days averaging 40-45C 104-113F), with about 8-14 flights a day, and turn arounds all between 15-45 minutes. I flew a Gippsland Airvan, Cessna 206, Cessna 210, Beechcraft Baron 58, and Piper Navajo, (I flew a few turbines as well but obviously they are not relevant here). The engines were Lycoming io-540, Continental io-520, Continental io-550, and Lycoming tsio-540. The continentals were all relatively easy to hot start, as they had published procedures (in fact I think the same exact procedure) as you had on the bonanza at the start of the video, I would say that procedure had a 9/10 success rate for a first attempt hot start. The Lycoming engines on the other hand, were an absolute nightmare. I cannot recall the exact published procedure for them, but I do remember it having a 1/10 success rate for the first attempt start. Most times for the Lycoming engines we ended up having to flood the engine on purpose and then attempt the flooded start procedure. I thought I would share my experience here as it seems like you have covered all of these techniques in great detail! Great video as usual from ASI
Yep I’ll always take a TCM over a Bendix RSA fuel injection system on the Lycoming.
We had those on our flight schools newer 172SPs and they were going through starters and pumps like crazy. I always rented the older 172s because I was poor but my solo cross country I decided to treat myself to the newer plane. I was super nervous my first stop but I managed to get it started.
The video was spot on. However he neglected to mention the incantations you chant and the chicken foot you throw over your right shoulder while cranking.
Airplanes still use 1940 technology thanks to FAA regulations. My lawnmower engine has more advance the technology than my airplane engine. Hot starts are further complicated by 1910 era Magneto ignitions.
This is why many pilots even here in the US are massively pushing market demand for liquid cooled aero diesel engines
The combined direct injection and liquid cooled nature of such engines (as well as the lack of a need for a magneto to keep you airborne due to no SI requirement) negate ALL the issues portrayed in this video while simultaneously using a cheaply, more widely available aviation fuel (Jet A) and being 20-30 percent more thermally efficient on average on top of what is currently possible with current avgas engines (30-33ish percent max as far as I know).
Flying Dog that escalated quickly!
@@flyingdog1498 bitch I might just
Many aero motors are fadec now
@@scenicdepictionsofchicagolife sounds like a win win situation. I’ve wondered for a long time why diesel isn’t used since reliability and simplicity are supposedly paramount for av engines. Is it the weight?
Sometimes you gotta develop your own technique, sometimes planes just don't like the normal procedure and you have to find something that works for you reliably.
Not flying yet, but didn't think there was a separate procedure for it. Thanks for the guidance!
Nicely done. Hot starts can be one of life's most frustrating things. On really hot days where I'm shutting down just long enough to top off the tanks, I'll open the cowling to allow some heat to escape. I don't know if it helps but it sure doesn't hurt. And, since I need to open it to check the oil anyway, why not?
I do that to it’s never done me any wrong.
Yes it would allow it to cool down faster opening the cowling. just like raising the hood of a car will allow it to cool down faster.
But if there was a fuel vapor purge method, as described for the aircraft in the video..
I would recommend leaving the engine hot for a top off.. since thermal cycles put wear and tear on the engine. The hot/ cold, hot/ cold of starting and stopping causes the parts to expand and contract, stressing gaskets, and fatiguing the metal overtime.
@@AnonMedic That's a good point. I hadn't thought of that.
It doesn't help at all. The fuel lines will not cool enough to liquefy the fuel. They sit right on top of the engine and even a naked engine is going to be hot for an hour or two. The time it takes to refuel isn't going to have any effect on the engine start. And it is completely unnecessary.
I assume you fly a Bonanza because that is a common myth in the community. The reality is most pilots are taught to hot start like a Lycoming and it just doesn't work. The Continentals will fire up very easily with the proper starting procedure. The key is the fuel system on the continental will always return the unused fuel to the tanks so if you prime your engine you get rid of the hot fuel and start. Try that in a Lycoming and you flood badly. My hot start on the Continentals is the same as the normal start and its a clean start every time.
Best safety channel
Good stuff. Just subscribed and will stay tuned. Happy flying !
The quality of your videos have really improved and that are extremely good! Nice job
Excellent video! Keep up the great work! 👍👍
Vapor lock was resolved 30 years ago in vehicles with fuel return systems circulate the fuel from the tank and back again. Not sure why aircraft still use these old designs I guess because it was approved by the FAA.
Because pilots are luddites and innovation in aviation is expensive due to certifications costs and the lack of large markets to recoup investment. If Cessna cranked out 750,000 172's per year (like the F-150), those things would cost about $25k + avionics.
Car fuel rails usually connected right to the injectors so when it's circulated it can flush out any vapor. Looking at the engine in the video it seems like long thin tubes running from the fuel rail to the injectors. so even if the fuel is circulating in the rail it will never flush vapor from those small lines since there's no where for the fuel to flow unless you open up the injectors.
US fuel injection is not pressurised the same as modern engines. The injectors open with a small amount of pressure, not electrically, so when the fuel boils it just vents out the injectors. Its obsolete but the US still think its good, basically the same as having the carburetor jets at the inlet ports.
Thanks for the video. Very straight forward.
This video is incredibly helpful, thanks!
Fantastic video, great use of animation - well done!
Finally some easy to understand explanation about hot starts!
Thanks a lot for all the work you are doing and providing free access guys. You keep us pilots up to date and aware of the difficulties and dangers that our activity could imply to keep us in the air safely! Merci 👌👍
This was just the video I was looking for. Now I understand what is going on behind the checklist. Thanks!
Excellent video.
Thorough, simple, informative and easy to understand. I searched everywhere for an explanation combining procedures, systems and scenarios regarding fuel-related startup troubleshooting like this and my brain was relieved to finally find it. Thanks so much!
Super good video! Quick, clear, to the point. You guys should make a video about literally everything!
This video is an Excellent teaching tool. Well done!
Great info. Thank you sir!
I have a Lycoming IO 540. Cold start is 10 seconds prime, mixture off, throttle set 1000rpm. Starts between 1st and 2nd second. Hot start is 7 seconds prime with mixture on and throttle wide open. Close mixture, leave throttle wide open. Start and be ready to bring throttle back, open mixture and turn pump on or engine will starve of fuel after starting. Hot starts between 3rd and 4th second. If prime hot motor for 10 seconds engine turns over longer before starting. If prime too little, engine very unlikely to start at all. I would give it another 5 seconds prime and try again. Technically the engine is flooded and with full throttle it finds the best fuel air mixture quickly.
Thank you so much for this video!
Absolutely fantastic video!! Extremely well written and presented!! Thank You.
Ha... great vid, its very similar when Im starting my classic m'cycles, thanks.
Excellent presentation and spot on! I always struggled with the “three hand” starts but realized that you can push the mixture in first and then bring the throttle back since the engine is already warm.
I also always used the purge method on the Cessna 206 and Cessna 337 TCM engines. Worked like a charm... you could hear the change in the fuel pump sounds as the vapour was purged.. then just a very light prime on a normal start.
I have never had an issue with hot starting my injected io360. But I was shown the correct technique from the first check flight. I did not even know it was an issue until recently. Lack of understanding/trainning is what is causing hot start problems.
You guy's are doing great work with your video's thanks.
They have the same issue if left sitting long enough. I’ve arrived late for flights and started the aircraft after it’s been sitting for 20-30 minutes and had it vapour lock a few times. Generally turn around time is short enough to not be an issue, or long enough for it to be a cold start so it’s rarely an issue.
Fancy seeing you here. What's the worst way to start an engine in your opinion, Mr Tuncks? In the sim (not a pilot yet) I crank with full lean mixture, mags or EIs both and then push the red knobs till the engines catch. In a real plane I'd then rich up to the appropriate ROP or LOP setting for takeoff. I'm fairly certain that's the worst but are there worse?
@@ellenorbjornsdottir1166Hi its a small world. The worst way :) to start everything full rich with the fuel pump on. Good luck getting it to fire with that configuration.
The way I hot start mine is mixture full rich throttle open at about the 1500 rpm position run the fuel pump for 5 sec then full lean, crank until it fires then ease to full rich. I have never had an issue hot stating my IO360. I did not even know hot starting could be an issue until recently having seen a few video's and threads about it. Good luck with your piloting journey.
@@zappuppy6992 What issues do you see with my start method?
@@ellenorbjornsdottir1166 Your starting method is ok I am not an engine expert there are way more knowledgeable people than me I have a fantastic LAME and I just follow his advice. The only problem I see with your method is if the engine is rich she may not fire if you push the red knob rich before it starts. You have time when it fires to get the mixture from full lean to rich before it stops. I qualify this advice with (NOT an expert :) )
Really cool and informative, loved the humorous sign at 5:41
Excellent advice. Thanks
Great video!
Im not even a pilot. But i watch all of these tutorial and warning and crash reenacment channels. Its all so interesting.
Well put together video!
I love some humour in this video
Good video. Thanks!
Pretty interesting video thanks a lot !
Great presentation 🙏👊
Kudos on the video production
great video thank you asi
Fantastic video
This is an outstanding video
With my Lyc IO360 for a hot start I run the elect fuel pump ICO for 20 secs or so then whilst still running I advance the mixture for 3 secs then ICO again. Full throttle, hit starter advance mixture when it fires reduce throttle to a high idle, works for me every time:-)
Great info
High quality video. Hit the button right away 😍
That opening scene is at Herlong airport KHEG. I fly there all the time
Amazing quality
Good to know...
So weird, had this exact same discussion with a fellow pilot just a few days ago.
Nicely presented, I noticed the pilot not attaching the ground line before fuelling ?!
How can you tell? There are a bunch of cuts.
@@ProfessionalPilot It would be obvious , the line typically runs to connect to the nose wheel axle nuts (or the exhaust outlet - not recommended)
Man I wish I had these videos when I was doing my flight training. During my solo cross country, I had a hell of a time doing a hot start after my first leg. Like an idiot, I shut the engine down to do something after the second leg, and then the 172 just wouldn't start at all. The starter ring gear was shattered. Bits were loose in the bottom of the cowling. Don't know if I had been cranking it too much, or if it was already damaged from abuse by other students. I had to wait for the flight school to send another plane, which turned out to be another student doing IFR training. I had to hold my lunch down on the ride back while he was under the hood, and redo the flight on a later date. Argh
How about cold starting NA engines with a side draft carburetor? I remember a flight school I did fleet maintenance for had a 172 I absolutely hated trying to start with one.
Nice
I dont fly but i hope to do so soon 😊 my question is, why dont you just prime the engine with full rich mixture (evt. full throttle) then set mixture to cut and throttle to 10% or so and start? If it starts firing, (because the mixture should be perfect at some point as more and more fuel just flows away) gently increase mixture to where it runs best? That should always work right? Or do i got sth wrong in my head there?
Best regards from Germany
In cars its usually the opposite. Carburetor engines are usually the ones suffering from vapor lock in the fuel lines. But I can also see how those air-cooled cylinders can get much hotter than under the hood of an old land-boat. Learn something every day.
IO550 method never fails. Taught to me by Mark Wages, and he calls it the Wages Method. There is a TH-cam video he made. SIMPLE: Mixture full, throttle cracked slightly more than would be for a normal start. Headphones off your ear. Turn on electric fuel pump with hand on ignition key. Listen to fuel pump. You an hear the frequency drop when it loads up, meaning the injector lines are full. Now turn key and engage starter. It will start every time. I’ve never had this fail.
Same thing with outbound marine engines.
Now i have to figure out how to do this with my old Stihl weed wacker. Won't restart for 20 minutes after being shut down hot for more than a few.
Good video,,,,hot starts are extremely rare tho aren’t they?
An observation on NON, I mean NON-aircraft carburetted engines, if you have a moment:
POINT: Eliminate the question of whether the engine is rich or lean.
Do you notice the ER often gives patients an IV drip of salted water? Does everybody who gets one need it? Probably not. But it elimiates one question: Is the patient hydrated?
Ever watch a tractor pull or truck pull, and some helper runs up to the throttle blade with a squirt bottle, to give the engine a drink before starting? Now the driver knows the engine is a bit flooded.
Every time you restart a carburetted engine, you don't know exactly what the air to fuel ratio is in the combustion chamber at that moment. But if you choke it for 3 seconds with the starter turning, now you do. It's flooded, or close to it. Now just open the choke(normal run position), then put the throttle 1/2 open, and let the starter turn until the engine crosses the correct air to fuel ratio, as it gets fresh air. If all else is correct, it will start.
Always remember on these NON- aircraft carburetted engines, if you can't remember the last time your changed the starter, plug wires, and premium battery, then it's time.
This might be a dumb question but how does cool fuel flow through the system with idle cut off selected? I thought that idle cut off stops fuel flow. Thanks
2:13 Now that’s what we call two sawed off characters! 🧐
Great video with excellent content though!
Paused at 1:38 to guess that vapor lock possibly plays a role... I know with Automotive engineering vapor lock can cause issues hot starting.
I own a PA28-161 with the standard O-320-D3G Lycoming engine. Last summer I had a continual problem with hot starts. I could basically expect to have to wait an hour after landing before I could get a start on the airplane.
Opening the cowling and facing the airplane into the wind helped a lot to cool it off.
But it really turned out to be the plugs. My mechanic changed out all plugs, cleaned a fuel line and cleaned the primer lines. Initially, it was starting on the second blade, now a year later a bit more, but no more issues with it not starting when hot.
Our next step is to replace ignition harness.
I really was considering buying the "shower of sparks" device. After reading about how the magneto delivers energy, I learned about how short of a time you get spark in the engine. No point in cranking, because after the initial burst, there isn't much going on.
It sounds like 2 things. The starter spins too slowly. The exhaust bleads heat under the cowling overheating the cooling fins. The plane doesn't seem to have this problem when restarting airborne. A fix may be as easy as a fan kept at the fuel pumps that runs on ground power. Another may be a battery charger plugged in while shut down until started. Just my 2 cents.
No need for bonding/grounding the aircraft?
It’s grounded.
Another area where GA technology is relatively primitive compared to the car in your driveway. Issues with vapor lock were solved 40+ years ago in cars. Fuel lines are insulated and many vehicles have return fuel systems, meaning that fuel is pumped in a continuous loop from the tank to the engine and back. With a return system in a plane you could pump colder fuel through the lines before starting. This method seems implied in a non-return system with the recommendation to turn on the aux/boost pump.
There's also the operational procedure question of, why not just open the hood if an immediate restart will be desired, in order to release some of the heat?
I also don't know why they design these motors with the FI pump and lines on top of the engine - that just seems like asking for trouble. The video depicted an updraft carb, why not put the FI pump and lines on the bottom of the engine if heat is such a problem to be overcome as on an air cooled aviation engine. Yes, it makes maintenance access more difficult, but a well designed FI system should not require a lot of maintenance. When's the last time you fiddled with the fuel rail and injectors on the car in your driveway? Probably never for 99.999% of the public.
I realize that all modern cars are liquid cooled, but still, back in the days of carburetors and points ignitions, vapor lock could be experienced on liquid cooled automotive engine. Another issue with hot carbs on cars is the potential for the fuel to boil out of the bowl and down into the intake manifold, flooding the engine. This was also solved back in the day with cars the same way they recommended on the video - hot condition no start, hold the pedal to the floor and release when it fires.
Not only can he burn up the starter you can also damage the cam lobes from excessive time running the starter like that without it firing up
Why throttle back rapidly on flooded start of the engine after adding mixture back? 5:16
I wonder how long before the FAA and Airplane manufacturers go to electronic fuel injection? Some of the automotive and commercial systems are nearly bullet proof, with redundant logic, separate monitors for the processor operation and automatically restart it if it locks up, high reliability mil spec type construction for -40 - 140 deg C operation and resistance to full submersion in water, etc. The nice thing is that on PFI systems the computer will do all this for you by turning the fuel pump on to purge the rail and adjusting the mixture if a hot start was detected from the last time it was running (they have timers that monitor how long the engine has been off).
I'm pretty sure the aircraft he described in this very video is fuel injected... So I'm not exactly sure what your question in the first sentence is asking.
@@AnonMedic Its fuel injected, but as far as I know, these are still mechanically based systems using things like air diaphragms and venturies to meter the fuel. Theres no logic there, unlike a car. In your typical car, the PCM/ECM actually meters the fuel electronically using MAP, MAF, IAT, CTS (basically the manifold pressure, airflow, and temperature). This allows things like priming the fuel pump before you crank to clear the hot fuel, and also do things like pre-injection before you crank the engine when its cold to aid starting. This makes it effortless to start a hot or cold engine. Also in the FI engine in the video having individual fuel runners for each injector over the fins on the cans doesn't help, either, since you'll be pushing lots of vapor. In cars there is a similar situation in direct injection systems since they are returnless, but they run at 200-2500 PSI, so vapor lock is not an issue.
@@AnonMedic Remember how the used horns and a tail around the fuel injection? These old mechanical systems were nightmares on some of the older 50's cars. Same with the old analog based FI systems using op-amps and timers. True fuel injection didn't come of age until the mid-90's when computers got powerful enough to run decent engine control logic.
@@mysock351C I graduated WyoTech with honors for auto tech. They didn't even teach the older stuff. They didn't even teach how to tune a carb.
@@AnonMedic Yeah for cars its ancient history. I've never owned a car with a carb, and didn't learn anything about them until I worked on small engines. Everything I've owned and tuned is EFI. The thing with planes is that because they're high reliability systems, they have mechanical fuel systems (either carb or mechanical FI) and dual mags with fixed timing for the ignition, as well as being air cooled. They want as few parts and as much redundancy as possible since the outcome of failure can be catastrophic, obviously. The downside is stone-age technology and poor fuel economy. While no expert on planes, its not uncommon to find a mixture knob or lever. Thats something not seen in cars since the early 1900's.
Do they not use static lines anymore?
Sure. It’s attached to the right tie down.
Why is fuel vapor in the lines a problem for airplanes but not cars? My car will start and run great no matter how cold or how hot the engine is.
We’ve been flying for 120 years. How is this still an issue?
Any air cooled dirt bike rider could tell you how to hot start an engine, turn the engine over to clear heat out (our case kick or electric start) of the combustion chamber, throttle closed ignition off. Removing heat is the key.
Yes and no. Heat was the original culprit causing the gasoline to turn the fuel vapors in the fuel line. But you have to purge the vapors out of the fuel line (without flooding the engine) before the engine will start.
Big difference between a carbureted dirt bike, and a fuel injected multi cylinder aircraft engine.
Vapor lock was never a problem on any of my dirt bikes.
Can someone explain why my car engine doesn't have this problem and planes do
even injected plane piston engines are as good as carbed, also it's aircooled
Because airplanes use 1940s technology to save weight and not have to worry about more modern and more complex certification.
I know some pilots that just start by intentionally flooding the engine and going from there. Their thinking is that at least then it's in a known state.
Why do cars not have these problems? I mean the fuel pump always cycles the fuel the rail to injector way is short so maybe thats it? Why does the pilot need to control the mixture when modern injection systems could do it for him?
K0nst4nt1n it’s primitive but simple, lose electrical power in a plane the engine still runs. A modern car engine loses electrical power it just stops, not something you what when flying
Carmen Grace but airlines do rely on their electronics and it does work for them. Also you can have a mechanical failback for example.
Turbine or turbofan engines are also controlled vie electric.
✈️🧡✈️
Isn't it sad that these oh so expensive aero engines are basically technology from the 1940s? Every other sophisticated engine application( car, motorcycle, boat, generator, building equipment etc.) now uses engines with electronic engine management systems and reliable fuel injection systems. Turn the key and the engine starts, no matter the condition
And they fail as soon as you loose electric power.
@@nameless-sn3tj install proper redundancy and your fine. When you look at planes like the DA-42 with the Austro Engines you can see how it can be done.
@@Alexx120493 DA-42 doesn't have nearly the reliability. I'm very familiar with those motors. You get at least double the number of aborts you do with a simple reliable 1940s engine.
Haha... and then you read about any number of disasters with these modern engines. Like the Porsche PFM that had a worse power to weight ratio than a TCM IO-360 and needed two complete electrical systems to be certified. Or the Thielert diesel that nearly grounded the DA-42. Even a less high tech engine like the Rotax 912 has four more failure modes (coolant system, gearbox, dog clutch, and another carburetor) and doesn’t produce better power to weight than an O-200 that’s based on an 80 year old design!
@@Bartonovich52 the unfortunate thing is that we should be able to design a modern engine that can withstand a duty cycle that aircraft require.... Rather than recycling old (relative to Lycoming new) automotive designs. FAA certification problems or not.
My instructors never taught me about hot starts.
tell this to the crew of the flight of the Phoenix ;;;;;
Remove the background music please. Why is it there, for what purpose?
Makes it difficult to hear important information. TH-cam and other video makers seem to think they are either disk jockeys or movie producers. Once in a while somebody does it right -- nice audio between segments, muted or removed during speech. But those seem to be outnumbered, unfortunately.
Ooooops. I was looking for "hot flashes". Wrong video......
Electric hybrid light aircraft will be so much safer and easier to use.
Doesn't address carbureted hot starts
why do you guys no longer do real pilot stories & accident reenactments anymore?
We do! Here are links to our most recent Real Pilot Story: th-cam.com/video/UQtvi1ijPQ4/w-d-xo.html and Accident Case Study: th-cam.com/video/ROCUheRin9U/w-d-xo.html Rest assured there are more to come!
he didn't ground the aircraft! bad habit!
I had a problem with hot starts with my wife...
B real Thanks 👍🏻
B real Next time try the battery operated Aux Pump
Or you could fly in an airplane with a Rotax up front and never have to worry about hot or cold starts!
Yeah. Just coolant leaks, gearbox failures, dog clutch failures, an extra carb and throttle cable to fail, etc.
Or you can forget about all that and hot starts too and get yourself an O-200. 80 year old basic design, same power to weight ratio. ;)
Bartonovich52 Well it’s a good thing all of those things are so reliable to begin with on the Rotax!
Haha I had a few scary moments myself flying behind an O-200. After having having to use carb ice to prevent a shutdown in flight during my solo time, unexplained blips in flight, I’ll take the Rotax any day! Same power to weight? You do know the O-200A weighs around 230 pounds installed right? A Rotax 914 turbo comes in at 166 pounds installed and can maintain 115 HP up to 8,000ft. I don’t have to convince you though, the proof is in my experience behind them.
@@andrewmorris3479 I flew a Katana with a Rotax and was amazed how much smoother and refined it was vs those thrashy, noisy lycomings in the Cessnas I trained in.
Doug Van Kirk Right? It literally feels like a Rolex watch with how precisely they run and how quickly they respond to throttle input.
OK, I admit I am not a pilot and have never worked on an aircraft engine, but I have driven cars for a LONG time, and rebuilt my first car engine at age 14. Aircraft are a LOT more expensive than cars, so why is it that the manufactures of aircraft engines can't make them as easy to start as a car engine, cold or hot.
It is my understanding that aircraft engines lag behind the rest of the engine industry due to the cost of certifying new designs. That is why many still use leaded gas, carburetors, etc because they were proven safe and reliable years ago.
There's a very small market with a lot of old planes, and the two main manufacturers produce nearly identical designs. They have little reason to innovate. There are a few companies that do make easier designs (such as Diamond and Cirrus) but they are very expensive.
Car engines are liquid cooled which is way more efficient at dissipating the heat. Aircraft engines are air cooled which works well at flight speeds but not so much at taxiing speed. After shut down, more heat is retained in the aircraft engine making it harder to start than the liquid cooled engine.
@@prosavage2600 Fuel injection in airplanes is not at all the same as fuel injection on cars. Your car fuel injection will not work if the alternator and batteries die. The fuel injection on an airplane is entirely mechanical and does not require electricity. This is partly why hot starts are an issue and has nothing to do with technology. It has to do with design and it's not a bad design in any way. It just requires some thought process. Most of the time a hot fuel injected engine is easier to start than a cold engine if you are aware of hot to fly a fuel injected airplane. You literally just don't prime the engine so it doesn't flood.
@@wingsstringsandreallysharp2535; Corvair and VW Bug engines were air cooled pancake engines much like light aircraft engines, and they had no problem starting when hot.
IO-540 hot start I use. Advance mixture 1/2 inch in. Set throttle 1/2 inch in. Start. If by the fourth blade NO JOY, slowly lean by turning mixture knob. Advance mixture when engine starts. Reduce throttle.
Ehhhhh... sounds like something that the engine computer in modern engines should control automatically. Since modern engines are chock full of sensors, the engine computer should be able to do a much better job than the pilot ... even if the pilots knows what he is doing.
What GA plane do you fly with a modern engine and computer?
@@DanielWhiting Car engines solved all of these mixture/fuel problems well over 30 years ago...
@@DanielWhiting : My airplane is a pipistrel virus sw with Rotax 912iS fuel-injected engine. I don't know *how* advanced the computer in that engine is, but it does have one, and the hints I have imply it is at least moderately capable.
max bootstrap Definitely advanced and built by Rockwell Collins. It always amazes me how easy starting the dual carburetor Rotax 912 ULS is as well, even if it was 20F or 105F it never mattered.
Nope. No way. No how. Wtf is going on?! Vapor lock in automobiles was cured in the eighties when the worst that could happen is having to push it out of the McDonald's drive thru. How is a plane even allowed to have a starting issue of any kind? What am I missing? If I had a plane, it would refuse to start exactly once. Once. On the ground, in the air, or under the sea, I'll give that soda can with wings 8 crankshaft revolutions to light or its guts will be on my shop floor.
Another video ruined by drumming.
Cold Engines need to be choked or enriched, and crack the throttle for the intake to suck some air. Fuel needs oxygen to burn. Hot engines are normally already leaned out. Therefore, hot lean engines benefit from a little bit of enriching the air/fuel mixture to restart. Fuel does not burn without oxygen, so make sure to crack the throttle a little bit for air, if you don't, you will unnecessary Crank n crank the engine hoping it will start, wearing out starter components, and wearing down the battery(s) unnecessarily....
Elementary, my dear Watson.... 🧐
Can you play that annoying music even louder so that truly nobody is able to understand anything from the speakers anymore?
Music is way, way too loud.
This is the reason I stopped flying! Airplanes are using technology from the early 1900's! Here we are starting to use Artificial Intelligence, augmented reality, quantum computing... and airplanes are still using hyperpriced engines that still have magnetos, and a person still has to control gas/air mixtures like the Titanic!!! I'll only get back into an electric aircraft.
I agree. It was one reason I stopped. The lack of innovation and the general negativity towards it among pilots was a real turn-off.