Tricks of the trade operating IO-540s?
Thread Starter
Tricks of the trade operating IO-540s?
Hi all,
After any tips/advice or trade secrets to operating an IO-540 (K1A5 if any further info helps). Anything from the simplest to the most complex tricks are greatly appreciated!
Cheers,
Mach 1
After any tips/advice or trade secrets to operating an IO-540 (K1A5 if any further info helps). Anything from the simplest to the most complex tricks are greatly appreciated!
Cheers,
Mach 1
Contact David Brown from APS.
Contact David Brown from APS. Maybe he’ll be able to confirm whether the owner’s and manufacturer’s procedures are based on data in the specific circumstances in which you find yourself.
Less fuel on start will allow them to start easily. I worked for one operator where the owner didn't even know how little fuel they needed on start, he'd sit there be priming it for well over 5 seconds and flood it 99% of the time. Engine driven fuel pumps on the 540s are rubbish, there's plenty of reports on them failing and I've personally had them fail on numerous occasions, make sure you know your emergency procedures in relation to boost pumps. It will save your life.
Thread Starter
Hey All, Thanks for all the replies! GA8 Might Help! Bosi72, couldn't have done it without your help mate! Cheers LB, will get in touch with him! 172heavy and Konev thanks a lot, pretty happy with my bold face recollection of the procedures, will make sure I never forget them!
You need to put pressure on the left rudder and hold your tongue to the right side of your mouth during hot starts with a waning moon. If a waxing moon do the opposite! Seriously each IO540 is a independent thinker and you need to find out what she likes. They are all a bit different and hot starts almost become mythology!
Lycoming Operators Manual might be a good place to start with? Understanding the RSA Fuel Injection might also be a bonus.
Here is another interesting video from Mike Busch, just off the press
https://youtu.be/qg89aV1buDc
I was listening discussion the other day between business owners comparing efficiencies between their 3 pilots.
At the top was the most experienced pilot whose fuel consumption was at minimum for the same route. His tracks were consistent sharp straight lines.
I would be analysing past flights of more experienced colleagues, cross checking speed/altitude with winds.
https://youtu.be/qg89aV1buDc
I was listening discussion the other day between business owners comparing efficiencies between their 3 pilots.
At the top was the most experienced pilot whose fuel consumption was at minimum for the same route. His tracks were consistent sharp straight lines.
I would be analysing past flights of more experienced colleagues, cross checking speed/altitude with winds.
M1M, Having sat behind aTIO 540 S1AD for the extended lives of two, the only problems encountered , to be expected, were the accessories. And once the Ed fuel pump..!!, so make sure the electric pump is always kept in good working order.
Not something that was ever done in 100hrlys.! Easy to pull out and service every 5 yrs or earlier if any unusual sound of. Was glad I did that, see above!
Was operated as per the book, in a job that was mostly cruise settings 24/24 all day. Photo mapping.
Main thing in the Turbo Lance, which has a deficient airflow cooling arrangement was to shallow climb at higher speeds in very hot conditions to keep the oil temp away from the red line.
Idling for 5 mins or so to run down the turbo speed was the go. One turbo on one engine had to be changed due bearing issues.
No prime for hot starts.
Having operated a like Turbo Continental, was always having to pull pots. Not so with the S1AD
Thank you Mr Lycoming for keeping on, keeping on.
Note you have a non turbo. Like any donk…look after that and it will look after you.
2c
Not something that was ever done in 100hrlys.! Easy to pull out and service every 5 yrs or earlier if any unusual sound of. Was glad I did that, see above!
Was operated as per the book, in a job that was mostly cruise settings 24/24 all day. Photo mapping.
Main thing in the Turbo Lance, which has a deficient airflow cooling arrangement was to shallow climb at higher speeds in very hot conditions to keep the oil temp away from the red line.
Idling for 5 mins or so to run down the turbo speed was the go. One turbo on one engine had to be changed due bearing issues.
No prime for hot starts.
Having operated a like Turbo Continental, was always having to pull pots. Not so with the S1AD
Thank you Mr Lycoming for keeping on, keeping on.
Note you have a non turbo. Like any donk…look after that and it will look after you.
2c
Join Date: Oct 2004
Location: Australia
Posts: 119
Likes: 0
Received 0 Likes
on
0 Posts
For hot starts, I like to prime for about 5 seconds, but with the mixture at idle cutoff. This cycles cooler fuel through the system (unfortunately not the injector lines where it's needed most though). Then crack the throttle a 1/4" before hitting the starter (the goal being in the vicinity of 800RPM once running before bringing the throttle all the way back to idle). Count to three once she fires for the first time before slowly pushing the mixture forward or else you will get a slow/black smoky start. Then pull the mixture back to LOP until you're ready to do your runup.
As you get comfortable with it, experiment with it a bit so you have an idea whether it's rich or lean on any given day/temperature, and if in doubt, properly flood it and then start it with the throttle wide open and mixture at cutoff, making sure to pull the throttle back AS SOON AS it fires then slowly pushing the mixture forward.
As you get comfortable with it, experiment with it a bit so you have an idea whether it's rich or lean on any given day/temperature, and if in doubt, properly flood it and then start it with the throttle wide open and mixture at cutoff, making sure to pull the throttle back AS SOON AS it fires then slowly pushing the mixture forward.
Had an IO540 years ago. Don’t recall any start issues as such.
Now I’m with the other brand, an IO550. Took a while to work out the best way for hot starts.
One thing I found with the 550 were after stopping to open the cowling oil filler cover. This allows an air circulation that cools the back of the engine which seems to help stop the whole engine and accessories ‘cooking’ whilst parked.
Now I’m with the other brand, an IO550. Took a while to work out the best way for hot starts.
One thing I found with the 550 were after stopping to open the cowling oil filler cover. This allows an air circulation that cools the back of the engine which seems to help stop the whole engine and accessories ‘cooking’ whilst parked.
I flew an Aztec for 600hrs, first with almost runout engines that were cantankerous to start to say the least. On more then one occasion I’d had to run back in and get another pilot to start the beast for me. After new engines were put on we became good friends and I became the Starter Master.
I used to start the engine closest to the battery first. After that it was a doozy.
For hot starts, I like to prime for about 5 seconds, but with the mixture at idle cutoff. This cycles cooler fuel through the system (unfortunately not the injector lines where it's needed most though). Then crack the throttle a 1/4" before hitting the starter (the goal being in the vicinity of 800RPM once running before bringing the throttle all the way back to idle). Count to three once she fires for the first time before slowly pushing the mixture forward or else you will get a slow/black smoky start. Then pull the mixture back to LOP until you're ready to do your runup.
As you get comfortable with it, experiment with it a bit so you have an idea whether it's rich or lean on any given day/temperature, and if in doubt, properly flood it and then start it with the throttle wide open and mixture at cutoff, making sure to pull the throttle back AS SOON AS it fires then slowly pushing the mixture forward.
As you get comfortable with it, experiment with it a bit so you have an idea whether it's rich or lean on any given day/temperature, and if in doubt, properly flood it and then start it with the throttle wide open and mixture at cutoff, making sure to pull the throttle back AS SOON AS it fires then slowly pushing the mixture forward.
TCM engines in a Cessna 200 Series and 185 have a split switch on the AUX fuel pump. The RH yellow segment has OFF, START in the mid position and ON. Mixture rich, throttle closed, switch in START position only, fuel pump then runs only when the starter is engaged. Engage starter and advance the throttle as you are cranking. Most will just light up as though nothing happened. No need to prime.
Binghi,
Turbo Lance had a similar cooking problem on shut down. Cowl was modified with a top scoop to put more air over the dual mag in flight and let hot air out on the ground. For more cooling air to the oil cooler, an NACA scoop.
For better airflow past the turbo a grill which also let hot air out after shutdown. To complete the set a mini scoop and tube to cool the fuel flow transducer, several of which had cooked of and quit.
One mag fail was a baked nylon gear made brittle, fractured.
Had just commented on the ratty x strip..”wouldn’t want to land there” and a minute later I was on it.!
Turbo Lance had a similar cooking problem on shut down. Cowl was modified with a top scoop to put more air over the dual mag in flight and let hot air out on the ground. For more cooling air to the oil cooler, an NACA scoop.
For better airflow past the turbo a grill which also let hot air out after shutdown. To complete the set a mini scoop and tube to cool the fuel flow transducer, several of which had cooked of and quit.
One mag fail was a baked nylon gear made brittle, fractured.
Had just commented on the ratty x strip..”wouldn’t want to land there” and a minute later I was on it.!
You need to put pressure on the left rudder and hold your tongue to the right side of your mouth during hot starts with a waning moon. If a waxing moon do the opposite! Seriously each IO540 is a independent thinker and you need to find out what she likes. They are all a bit different and hot starts almost become mythology!
I’m amazed how how anyone 40 years ago without access to the internet ever managed to start an engine.
Tricks of the Trade
The idea of opening the oil hatch on the top of the cowl is an excellent comment. On a big barrel engine I have been doing that for years. It lets the trapped hot air in the cowl escape and for the engine to cool down quicker.
On a ferry of a Bch. A36 WA to Qld I went in to Coober Pedy for fuel. It was 40 degrees OAT. I faced the '36 into what wind there was and did the refuel and had my lunch. On shut down I opened both cowl halves so that the hot air around the engine could dissipate.
It worked. Half an hour later I buttoned up the cowl halves and the donk started at first try. No boiled fuel in the fuel injection lines.
A good one for young pups to remember and use.
R16
On a ferry of a Bch. A36 WA to Qld I went in to Coober Pedy for fuel. It was 40 degrees OAT. I faced the '36 into what wind there was and did the refuel and had my lunch. On shut down I opened both cowl halves so that the hot air around the engine could dissipate.
It worked. Half an hour later I buttoned up the cowl halves and the donk started at first try. No boiled fuel in the fuel injection lines.
A good one for young pups to remember and use.
R16
