Very accurate description of starting procedures for fuel injected Continental engines. Lycoming fuel injection is very different in design and requires different procedures hence the reason to start with the mixture full lean. Best to know the POH for the aircraft you are flying!
For a hot start on Continental IO-520 I found one method that we tried and seems to work pretty reliably, so that the engine runs nicely and smoothly the first 15 seconds after start or so: 1. Mixture - ICO 2. Throttle - Full 3. Boost pump in the "priming" mode (wording depending on your airplane manufacturer) for 10 seconds or so. That will flush and cool the fuel lines down with the cool fuel from the collector tank and no extra fuel is added to the induction manifold. 3.5. If you feel like you need to give it some prime, after the 10 seconds you can shove the Mixture 1/4-1/2 way in for a second or two, depending on your engine. That needs to be feeled out, these are the values that guarantee our specific engine will start even if it puffs black for a second. Then back to ICO. Usually not really necessary if the engine has been shut for short time. 4. "Prime boost" pump off. 5. Throttle for start (1 cm or so). More if you think there may be a bit more fuel. 6. Mixture full rich. 6.5. If your installation's POH says use the "low" boost pump for start, you should use it. 7. Starter.
Awesome video - definitely helped me. Question: I was taught (way back when I was training in fuel injected 172s) that you should crank the started with the mixture cut, then when the fires, give it full mixture. I've seen it done both ways. I assume you prefer the method with the mixture in? Thanks!!
MrAviation101 Ditto. I've been taught to throw the mixture in as soon as it kicks. Cessna will tell you that we've both been doing it the correct way in chapter 4 of the handbook. I like sticking to checklists. By the way, I love your videos.
@stealhty1 I think it is a different approach. Todd uses time, or the usual 3 seconds, like all the old-timers do it. But my manual says not to cut the boost pump at all! Instead, it says to prime until fuel flow is indicated (which is actually fuel pressure over a metered orifice), then cut the mixture, which prevents flooding the engine, despite aux pump running. Then, when engine fires, mixture is advanced for smooth idle.
Really like your videos, you know what you are talking about. How about a video of starting an injected engine at high altitudes, like a density altitude of 8,000/10,000 feet. I've seen countless low land pilots sit there and burn up starters trying to get it stated. PS I used to fly out of Leadville, CO @9927 feet.
I turn the pump on with the mixture lean, then watching the fuel flow meter I open the mixture for a couple of seconds (then pull it back to full lean, for my engine) then hit the starter, (and as soon as it fires, advance the mixture to full rich, for my engine). The difference is that the amount of priming is monitored through the fuel flow gauge, i.e. you'd notice if the throttle was too far closed or open by the amount of fuel flow.
on my check list says :to pull the mixture all the way back and after the engine start push it forward,it works for me everytime. althoug i had learned the hard way draining the battery first
Some light aircraft engines (like the Rotax 912is) use a redundant electronic injection system and ECU, why not use it in every piston aircraft? A computer can do these things much better than any human could.
What I don"t get is if he says all the throttle does on an injected engine is actuate the valve plate, which I agree, how does it change the amount of fuel entering the induction pipe?
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Very accurate description of starting procedures for fuel injected Continental engines. Lycoming fuel injection is very different in design and requires different procedures hence the reason to start with the mixture full lean. Best to know the POH for the aircraft you are flying!
Very true
Excellent. Exactly what I was looking for. Thanks for the useful post!
For a hot start on Continental IO-520 I found one method that we tried and seems to work pretty reliably, so that the engine runs nicely and smoothly the first 15 seconds after start or so:
1. Mixture - ICO
2. Throttle - Full
3. Boost pump in the "priming" mode (wording depending on your airplane manufacturer) for 10 seconds or so. That will flush and cool the fuel lines down with the cool fuel from the collector tank and no extra fuel is added to the induction manifold.
3.5. If you feel like you need to give it some prime, after the 10 seconds you can shove the Mixture 1/4-1/2 way in for a second or two, depending on your engine. That needs to be feeled out, these are the values that guarantee our specific engine will start even if it puffs black for a second. Then back to ICO. Usually not really necessary if the engine has been shut for short time.
4. "Prime boost" pump off.
5. Throttle for start (1 cm or so). More if you think there may be a bit more fuel.
6. Mixture full rich.
6.5. If your installation's POH says use the "low" boost pump for start, you should use it.
7. Starter.
2 people didn't prime the engine when they were ready to start and had some NASTY exciting back fires.
Awesome video - definitely helped me. Question: I was taught (way back when I was training in fuel injected 172s) that you should crank the started with the mixture cut, then when the fires, give it full mixture. I've seen it done both ways. I assume you prefer the method with the mixture in? Thanks!!
MrAviation101 Ditto. I've been taught to throw the mixture in as soon as it kicks. Cessna will tell you that we've both been doing it the correct way in chapter 4 of the handbook.
I like sticking to checklists.
By the way, I love your videos.
Only for hot start. Otherwise, having the throttle at idle stop and advancing it as you crank does nearly the same thing.
What @@Bartonovich52 said. The mixture cut trick is also great if you drown out a carburated engine.
@stealhty1 I think it is a different approach. Todd uses time, or the usual 3 seconds, like all the old-timers do it. But my manual says not to cut the boost pump at all! Instead, it says to prime until fuel flow is indicated (which is actually fuel pressure over a metered orifice), then cut the mixture, which prevents flooding the engine, despite aux pump running. Then, when engine fires, mixture is advanced for smooth idle.
Really like your videos, you know what you are talking about. How about a video of starting an injected engine at high altitudes, like a density altitude of 8,000/10,000 feet. I've seen countless low land pilots sit there and burn up starters trying to get it stated. PS I used to fly out of Leadville, CO @9927 feet.
Simple. Thank you.
I turn the pump on with the mixture lean, then watching the fuel flow meter I open the mixture for a couple of seconds (then pull it back to full lean, for my engine) then hit the starter, (and as soon as it fires, advance the mixture to full rich, for my engine). The difference is that the amount of priming is monitored through the fuel flow gauge, i.e. you'd notice if the throttle was too far closed or open by the amount of fuel flow.
Thank you boss!
on my check list says :to pull the mixture all the way back and after the engine start push it forward,it works for me everytime. althoug i had learned the hard way draining the battery first
Some light aircraft engines (like the Rotax 912is) use a redundant electronic injection system and ECU, why not use it in every piston aircraft? A computer can do these things much better than any human could.
Funny but VERY informative.
What I don"t get is if he says all the throttle does on an injected engine is actuate the valve plate, which I agree, how does it change the amount of fuel entering the induction pipe?
I was wondering the same thing
why are there no electronic injection Systems on These aircrafts ? Is it so funny to care about engine Management all day Long ?
+bobl78 Because airplanes are flown by pilots and land-lubbers need electronic injection to think for them.
Because plane engines don't have to accelerate an entire airplane (just the prop) and spend most of their time at one power setting.