Engine starting
Thread Starter
Engine starting
There is a thread 'Why are aircraft engines so thirsty?'.
So I thought, 'why are aircraft engines so difficult to start?' OK, so they are not, on the whole, fitted with the most sophisticated electronic ignition systems; in fact most are fitted with twin magnetos. But at any airfield in the early morning, especially in winter, one hears the churn churn of an engine waiting to fire up.
Why is this? Surely twin mags + twin plugs should ensure that the engine starts like a car, ie instantly. After all, a car, even an older car with a carb and choke starts just about instantly (unless the battery is weak).
So why do we sit there with no much happening?
So I thought, 'why are aircraft engines so difficult to start?' OK, so they are not, on the whole, fitted with the most sophisticated electronic ignition systems; in fact most are fitted with twin magnetos. But at any airfield in the early morning, especially in winter, one hears the churn churn of an engine waiting to fire up.
Why is this? Surely twin mags + twin plugs should ensure that the engine starts like a car, ie instantly. After all, a car, even an older car with a carb and choke starts just about instantly (unless the battery is weak).
So why do we sit there with no much happening?
Because we stop an aeroplane engine by starving it of fuel with full leaning.
To get it going again, you need to drag the right mixture back into the cylinders.
Used to be just as hard to start my old MGB by pulling the choke out and cranking (anybody remember chokes on cars ?).
To get it going again, you need to drag the right mixture back into the cylinders.
Used to be just as hard to start my old MGB by pulling the choke out and cranking (anybody remember chokes on cars ?).
Join Date: Dec 2004
Location: East Anglia
Posts: 832
Likes: 0
Received 0 Likes
on
0 Posts
Car starting these days is all done by computer. I do remember old cars that were very difficult to start.
Most aircraft engines don't have computer controlled injection and ignition and are therefore as difficult to start as old car engines.
I fitted electronic ignition to my last LAA Lycoming engined aircraft. It transformed the starting. I am going to fit it to my current aircraft this winter.
Most aircraft engines don't have computer controlled injection and ignition and are therefore as difficult to start as old car engines.
I fitted electronic ignition to my last LAA Lycoming engined aircraft. It transformed the starting. I am going to fit it to my current aircraft this winter.
Last edited by Zulu Alpha; 9th Aug 2013 at 12:09.
Join Date: Apr 2003
Location: Midlands
Posts: 2,359
Likes: 0
Received 0 Likes
on
0 Posts
I stop my aircraft engine by turning off the electronic ignition…
A Rotax aircraft engine has a choke and is exactly the same as starting a 1970’s car. Very easy if you know how and very hard if you have no clue.
Rod1
A Rotax aircraft engine has a choke and is exactly the same as starting a 1970’s car. Very easy if you know how and very hard if you have no clue.
Rod1
Join Date: Feb 2007
Location: Amsterdam
Posts: 4,598
Likes: 0
Received 0 Likes
on
0 Posts
Surely twin mags + twin plugs should ensure that the engine starts like a car, ie instantly.
Sparks can be a problem too though. The magnetos are configured so that the spark happens about 20-25 degrees before Top Dead Center, which means that the flame front, at normal RPMs, reaches the piston shortly after TDC.
However at very low RPMs, such as when the engine is being turned by the starter motor, the flame front will reach the piston well before TDC and will cause the engine to stop, or even backfire. That's why aero engine magnetos are fitted with impulse couplings, which retard the spark by about 20-25 degrees at very low RPMs.
Impulse couplings are normally only fitted to one set of magnetos though, and it's only this set that is activated when you rotate the mag key to the "start" position. But in aircraft that have a separate starter button (not integrated in the Off/L/R/Both key mechanism), there might be a note in your POH that you should only start on the left (or right) magneto, not on both.
Join Date: Feb 2006
Location: London
Posts: 307
Likes: 0
Received 0 Likes
on
0 Posts
I would also add ageing engine / maintenance issues into the mix.
In autumn, several of our aircraft (C152) became progressively hard to start, and it became next to impossible in winter - heavy priming, throttle pumping, all the BAD things we had to do to get them going at all... and when really cold even that stopped working and we could not fly.
We leaned on maintenance, they replaced the primer nozzles, and hey presto, 2x primer pumps and they started every time for the rest of the winter. 1x would get it to fire, but would not always sustain it.
Also - is anyone actually following the POH procedure for priming a PA28? Read it an be surprised... I have yet to meet a pilot who uses it, everyone just primes 3 or 4 times and cranks. The POH says crank, if no start THEN prime ONCE and crank again. Works very well...
In autumn, several of our aircraft (C152) became progressively hard to start, and it became next to impossible in winter - heavy priming, throttle pumping, all the BAD things we had to do to get them going at all... and when really cold even that stopped working and we could not fly.
We leaned on maintenance, they replaced the primer nozzles, and hey presto, 2x primer pumps and they started every time for the rest of the winter. 1x would get it to fire, but would not always sustain it.
Also - is anyone actually following the POH procedure for priming a PA28? Read it an be surprised... I have yet to meet a pilot who uses it, everyone just primes 3 or 4 times and cranks. The POH says crank, if no start THEN prime ONCE and crank again. Works very well...
Join Date: Jan 1999
Location: north of barlu
Posts: 6,207
Likes: 0
Received 0 Likes
on
0 Posts
Slick have an SB that recommends a 500 hour check, the reason for this is to change the contact breaker points and check the internal timing in the mag.
The internal timing has a large effect on the strength of the spark, while on most occasions the Slick mag will run OK up to about 700 hours the efficiency however drops of to the point that the engine won't run at idle on one mag.
It follows that a weak spark will not start an engine very will especially when cold it may well be the mag internal timing.
The internal timing has a large effect on the strength of the spark, while on most occasions the Slick mag will run OK up to about 700 hours the efficiency however drops of to the point that the engine won't run at idle on one mag.
It follows that a weak spark will not start an engine very will especially when cold it may well be the mag internal timing.
Join Date: Feb 2003
Location: Oxford
Posts: 2,042
Likes: 0
Received 0 Likes
on
0 Posts
Cobalt,
Interesting. That got me reading the POH for A and C's, which I rent. What you didn't mention (which is in ours, at least) is it says to operate the throttle accelerator pump 2-3 times first.
The Robin I used to fly had no primer and was started exactly as above. I'll have to try it. Though I've found the POH warm start procedure doesn't work...
Tim
Interesting. That got me reading the POH for A and C's, which I rent. What you didn't mention (which is in ours, at least) is it says to operate the throttle accelerator pump 2-3 times first.
The Robin I used to fly had no primer and was started exactly as above. I'll have to try it. Though I've found the POH warm start procedure doesn't work...
Tim
Join Date: Sep 2002
Location: Daventry UK
Posts: 487
Likes: 0
Received 0 Likes
on
0 Posts
it says to operate the throttle accelerator pump 2-3 times first
Following a near-disastrous fire to our -161 (rescued only by a quick thinking pilot of another aircraft who discharged is own extinguisher into the cowling) my late partner and co-owner Trevor Shaw looked into what had happened. The renter pilot had pumped the throttle "5 or 6 times" in an effort to get the recalcitrant engine to start.
Trevor, who was a garage owner and race car mechanic, found that any more than 3 pumps had neat fuel running out of the air changeover box onto the inside of the cowling. On the other hand it took a great deal of primer pumping to get any fuel to emerge at all.
The real culprit was the recalcitrant engine which had got progressively harder to start. It turned out that the carb was badly worn and that there several other contributory factors. After Trevor finished with the engineers and they finished with the engine, it became the best starter I've ever known, starting first turn, every time, all the way through the rest of it's 2300 Hr career.
Join Date: Aug 2000
Location: Cambridge, United Kingdom
Posts: 25
Likes: 0
Received 0 Likes
on
0 Posts
Hi Rod1,
I think I fall into the latter category! Never had any problems starting the 912 from cold, full choke and no throttle. Same with hot, except no choke. It's in between that I tend to get into a muddle. Care to offer some advice?
Very easy if you know how and very hard if you have no clue.
Join Date: Jul 2012
Location: Barbados
Posts: 411
Likes: 0
Received 0 Likes
on
0 Posts
My PA28-181starts OK if the manual is followed, but I've seen some epic fails by others trying to get it started especislly when hot.
When hot no one seems to like the idea of the mixture being in the lean cut off position.
It seems to be a need thrre hands situation. Seems mixture in lean cut off, throttle half inch open as opposed to the usual quarter following a couple of throttle pumps, crank it and when it catches smartly xture to full rich - works every time from cold, same deal but full rich, quarter inch and three or four throttle pumps - can prime instead but the Essex primer lock is fiddly.
The engine is a Lyc 360-A4M - must admit this is in the Caribbean so it's never "UK cold"
When hot no one seems to like the idea of the mixture being in the lean cut off position.
It seems to be a need thrre hands situation. Seems mixture in lean cut off, throttle half inch open as opposed to the usual quarter following a couple of throttle pumps, crank it and when it catches smartly xture to full rich - works every time from cold, same deal but full rich, quarter inch and three or four throttle pumps - can prime instead but the Essex primer lock is fiddly.
The engine is a Lyc 360-A4M - must admit this is in the Caribbean so it's never "UK cold"
Join Date: Jul 2012
Location: Barbados
Posts: 411
Likes: 0
Received 0 Likes
on
0 Posts
It's 1/4 INCH - not 1/4 OPEN
Amazed that it starts at all if it's being cranked with the throttle open that much, if it does it suggests that the throttle linkage has an issue with the 1/4 open being the fix - but that would not explain the 1/2inch on hot.
Maybe we have a solution to some starting problems - errors and misprints in rewrite POHs and chec lists?
Amazed that it starts at all if it's being cranked with the throttle open that much, if it does it suggests that the throttle linkage has an issue with the 1/4 open being the fix - but that would not explain the 1/2inch on hot.
Maybe we have a solution to some starting problems - errors and misprints in rewrite POHs and chec lists?
Join Date: Jan 1999
Location: north of barlu
Posts: 6,207
Likes: 0
Received 0 Likes
on
0 Posts
Ebbie
It's my aircraft that Tim is talking about, there are no issues with the throttle linkage.
I favour 1/4 inch open for a cold start...... it fires first time for me.
I favour 1/4 inch open for a cold start...... it fires first time for me.
Last edited by A and C; 16th Aug 2013 at 18:45.
I favour 1/4 inch open for a cold start......
Bluntie, at the cranking speed of a 'dog, fatter sparks from using both magnetos is probably of more benefit than an impulse magneto alone. But what do the FRCs say?
Last edited by BEagle; 16th Aug 2013 at 19:57.
Join Date: Feb 2003
Location: Oxford
Posts: 2,042
Likes: 0
Received 0 Likes
on
0 Posts
Ebbie, and A and C,
Don't worry, I do in fact use 1/4 inch open. However, this is a verbatim quote from the POH (if I could work out how, I'd post a scan of it):
I guess it's a misprint. The POH is typed, due to the age of the ac.
Tim
Don't worry, I do in fact use 1/4 inch open. However, this is a verbatim quote from the POH (if I could work out how, I'd post a scan of it):
(Pages 41-42)
D. Starting Engine when Cold
...
4. Throttle Control - pump throttle full open and closed 2 to 3 times then set control 1/4 open.
D. Starting Engine when Cold
...
4. Throttle Control - pump throttle full open and closed 2 to 3 times then set control 1/4 open.
Tim