Hi everyone, I guess I'm not the only one having this problem. The main problem here is that I don't understand why it is happening. If I arrive at an airfield in hot weather, I can restart either ri
Hi Frans I have had exactly the same problem as you but found a easy way to start hot, I turn off both pumps with about a 1/4 throttle it will fire up and run but you must leave the pumps off until s
Frans, Don't have a 914 but I know others who have suffered the same problem with the 912S and , for what it is worth, they always open their oil and coolant doors on top of the top cowling to allow
Author: Paul McAllister <paul.the.aviator@gmail.com>
Date: Tue, 13 Mar 2012 19:20:37
Hello Frans, I have the same problem. I find if I turn the fuel pump off when I crank and the turn them on after the engine starts works well for me. BTW, I have called a couple of times, have you be
Author: Paul McAllister <paul.the.aviator@gmail.com>
Date: Tue, 13 Mar 2012 19:25:45
Tim, I have found setting the plug gap to the minimum specified helps with cold starting. Paul replace my Sprag Clutch due to cold starting problems with my 912S trying to persist in trying to start
OK, I'll put my two cents in on this one. Ever since my 914 was new it has had this problem. Starts right away oe after half hour, but not after ten minutes. When this happens it is flooded. it will
Frans This problem drove me mad for a couple of years until I discovered the magic trick Ivor described. Turn off both pumps and start the engine with about a 1/8in to =BCin of throttle. It will fire
Hi Frans Have exactly the same problem with my 914 - ok straight away but short break very difficult to start - but have found if I do 2 things I can get it to start agin with little extra effort. 1.
Franz, I sometimes have this problem during hot weather. My solution is to turn OFF both fuel pumps and then it starts easily. As soon as it starts turn the pump back on and all is OK. Sue& Bill
Great Frans "I advanced the throttle to 100% (not 115%) and got over 155 knots IAS worth out of it on my freshly calibrated ASI," Congratulations for that; next upgrade your very speedy cannon to Mon
Thanks a lot! You, and of course everyone else who answered. Good to hear I'm not the only one having this problem and good to hear there is consencus about the work around to get the thing started.
The 912S has a much higher compression than the 914 (and 912). Although never owned a 912S it was my understanding that the starting issues have to do with this higher compression, which makes cranki
Yes, I have been away yesterday and the day before. Now I first have to get a pile of work done, I guess we can call later (when it is evening here). Frans
Same here. It has always done that. And with only 150 hours on the clock I think the carbs are still pretty new. Great, I'm working on plans to do the same. You are also using the carbs as throttle b
I think with proper fairings on the wheels the difference in drag between a tri-gear and a mono wouldn't be that much. This year I plan to replace the mickey mouse fairings by properly shaped fairing
"I think with proper fairings on the wheels the difference in drag between a tri-gear and a mono wouldn't be that much." Maybe so but like all The Mono Pilots know they are flying a little fighter in
I have found, over the years, that if I run the engine taxiing in with the fuel pumps off and then shut it down as the engine starts to falter, that leaves the carb bowls empty. Then on start-up, the
That is a smart idea! I like this one. It should solve the problem, and it also causes less residu to be built up in the carbs. (If fuel vaporizes some residues from the various additions remain, if
Hi Frans, I believe heat is the trigger to your [ and other 914 drivers] initial prob lem. Can you provide us with the under cowl temps you saw during your Flight Tes t Program ? The numbers you witn