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cold starting savvy, Housai... advice?

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draftsjust417(at)gmail.co
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Posted: Sat Nov 30, 2019 10:27 am Post subject: cold starting savvy, Housai... advice?

Ok Housai drivers, I need your advice, re:  starts in cold weather.



My CJ6 is as stock as they come (minus the oil dilution system), and for the first time in years she does NOT want to start in this Seattle chill (~40-deg F OAT) .

I've thoroughly cleaned each of the 18 spark plugs, it's def getting fuel, I'm trying an electric pre-heater (E-Z Heat pad), prime 5x, and (besides once last week) she just doesn't want to "catch" and run... altho it runs great, once going.



Is this just the curse of cold wx ops?

Short of moving south, any advice?

Any other heaters y'all can recommend?

Thanks all-   

Justin

N280NC

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byronmfox(at)gmail.com
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Posted: Sat Nov 30, 2019 10:49 am Post subject: cold starting savvy, Housai... advice?

From Aircraft Spruce purchase E-Z Heat pads and glue them to your oil tank and oil sump as directed. 



We did so several years ago, with great success. Now when the forecast falls below 50 degrees, a timer switches on the pads several hours before takeoff. Engines starts first time, every time.



Blitz Fox415-307-2405





 	  Quote: 	
		  On Nov 30, 2019, at 10:31 AM, Justin Drafts <draftsjust417(at)gmail.com> wrote:



Ok Housai drivers, I need your advice, re:  starts in cold weather.



My CJ6 is as stock as they come (minus the oil dilution system), and for the first time in years she does NOT want to start in this Seattle chill (~40-deg F OAT) .

I've thoroughly cleaned each of the 18 spark plugs, it's def getting fuel, I'm trying an electric pre-heater (E-Z Heat pad), prime 5x, and (besides once last week) she just doesn't want to "catch" and run... altho it runs great, once going.



Is this just the curse of cold wx ops?

Short of moving south, any advice?

Any other heaters y'all can recommend?

Thanks all-   

Justin

N280NC

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draftsjust417(at)gmail.co
Guest

Posted: Sat Nov 30, 2019 11:42 am Post subject: cold starting savvy, Housai... advice?

Ah, good advice on TWO E-Z pads, thanks.Apparently didn't have my 1 pad (on the sump) plugged in nearly long enough for yesterday's frustrating, air wasting attempt.

Seems a 2nd pad a wise investment. 

Anyone had success with hot air blowers?

Justin





On Sat, Nov 30, 2019, 10:52 AM Byron Fox <byronmfox(at)gmail.com (byronmfox(at)gmail.com)> wrote:



 	  Quote: 	
		  From Aircraft Spruce purchase E-Z Heat pads and glue them to your oil tank and oil sump as directed. 



We did so several years ago, with great success. Now when the forecast falls below 50 degrees, a timer switches on the pads several hours before takeoff. Engines starts first time, every time.



Blitz Fox415-307-2405





 	  Quote: 	
		  On Nov 30, 2019, at 10:31 AM, Justin Drafts <draftsjust417(at)gmail.com (draftsjust417(at)gmail.com)> wrote:



Ok Housai drivers, I need your advice, re:  starts in cold weather.



My CJ6 is as stock as they come (minus the oil dilution system), and for the first time in years she does NOT want to start in this Seattle chill (~40-deg F OAT) .

I've thoroughly cleaned each of the 18 spark plugs, it's def getting fuel, I'm trying an electric pre-heater (E-Z Heat pad), prime 5x, and (besides once last week) she just doesn't want to "catch" and run... altho it runs great, once going.



Is this just the curse of cold wx ops?

Short of moving south, any advice?

Any other heaters y'all can recommend?

Thanks all-   

Justin

N280NC

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stephen.hayne

Joined: 01 Nov 2013
Posts: 59
Location: United States

Posted: Sat Nov 30, 2019 7:16 pm Post subject: Re: cold starting savvy, Housai... advice?

 	  draftsjust417(at)gmail.co wrote: 	
		  Ah, good advice on TWO E-Z pads, thanks. 

 Apparently didn't have my 1 pad (on the sump) plugged in nearly long enough for yesterday's frustrating, air wasting attempt.

Seems a 2nd pad a wise investment. 



Anyone had success with hot air blowers?

	




I have an oil tank heater, but didn't put pads on my sump or oil cooler - I was trying to minimize cords.  And, I was uncertain whether the magnesium sump was OK to put a heating pad on, likewise the gearbox housing.



Hi Blitz - can you tell me how you run your cords?



However, I do run a 1000W electric blower heater up flexible ducting onto the oil cooler and sometimes move it to the engine area as well - 20 minutes up the cooler and 30 minutes on the engine.  



And, I prime 7 shots, (or 3 shots, then get out and pull 2 blades, then 4 shots, if I feel like getting out of the cockpit) leaving the primer up for another shot as it catches.  Seems to work well here in Colorado.

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AlaskaChang801

Joined: 26 Jan 2018
Posts: 36

Posted: Mon Dec 02, 2019 8:54 am Post subject: Re: cold starting savvy, Housai... advice?

[quote="draftsjust417(at)gmail.co"]Ah, good advice on TWO E-Z pads, thanks.Apparently didn't have my 1 pad (on the sump) plugged in nearly long enough for yesterday's frustrating, air wasting attempt.

Seems a 2nd pad a wise investment. 

Anyone had success with hot air blowers?

Justin

Hey Justin, sounds like you're back Stateside. Glad to hear first off.

Secondly, Although I'm not in the extreme cold air like you are, it's still in the low 30-40s in SC. I use a kersosene tank heater to pre heat my engine compartment and in turn the sump and oil tank. I fabricated a blower vent from standard home ducting so that I can direct the warm air into the engine compartment. I have it at about 70-80* and let it run for about 20-30 mins and it has the engine compartment warmed up nice. As for the start, I give 3 shots of primer, pull the prop thru about 5 blades and then 3-5 shots of primer again and 2 strokes of the throttle and then leave it cracked and hit the start button. Usually catches and fires up every time.

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JL2A

Joined: 07 Apr 2015
Posts: 112
Location: Australia

Posted: Fri Dec 20, 2019 5:38 pm Post subject: Re: cold starting savvy, Housai... advice?

lots of prime on a stationary engine leads to a lot of liquid fuel in the lower cylinders. Have heard of a few destroyed HS6 'static' priming. I can't see how pulling blades through by hand has much effect on fuel distribution.



In cold weather I'd say most of the fuel getting sprayed into the supercharger case from the primer is remaining liquid and pooling in the lower cylinders. This way you have 3 cylinders way too rich to start, spark plugs literally drowned in fuel, and the remaining 6 way too lean.



While we don't experience the cold temps of the OP, try just 1 prime, hit start while simultaneously priming until it fires.



Logic here is that the supercharger impeller is spinning at maybe a couple hundred RPM while fuel is sprayed onto it, flinging it around to give a more uniform mixture delivered to *most* of the cylinders. 



Drastically reduces the risk of hydraulic lock due over priming, and you don't have to keep getting in and out of the cockpit!

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pjashura

Joined: 19 May 2014
Posts: 15
Location: Elbert, CO

Posted: Sat Dec 21, 2019 7:59 am Post subject: cold starting savvy, Housai... advice?

I always prime my Yak this way:  After getting fuel pressure with the handle to the left, I only prime (with the handle to the right) until resistance is felt (primer is full of fuel).  Then I hit the start button and give it one or two shots while it is cranking. It always starts right away!

PJ



Sent from my iPhone



 	  Quote: 	
		   On Dec 20, 2019, at 18:44, JL2A <info(at)flyingwarbirds.com.au.matronics.com> wrote:

 

 

 

 lots of prime on a stationary engine leads to a lot of liquid fuel in the lower cylinders. Have heard of a few destroyed HS6 'static' priming. I can't see how pulling blades through by hand has much effect on fuel distribution.

 

 In cold weather I'd say most of the fuel getting sprayed into the supercharger case from the primer is remaining liquid and pooling in the lower cylinders. This way you have 3 cylinders way too rich to start, spark plugs literally drowned in fuel, and the remaining 6 way too lean.

 

 While we don't experience the cold temps of the OP, try just 1 prime, hit start while simultaneously priming until it fires.

 

 Logic here is that the supercharger impeller is spinning at maybe a couple hundred RPM while fuel is sprayed onto it, flinging it around to give a more uniform mixture delivered to *most* of the cylinders. 

 

 Drastically reduces the risk of hydraulic lock due over priming, and you don't have to keep getting in and out of the cockpit!

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p=493912#493912

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