Tiny18Driver

Thanks everyone for the discussion. I went back and looked at the video again and keyed-in on the fact that the Lycoming basically floods itself after shutdown. So in my case, if I pushed the mixture forward too quickly (don’t remember if I did or not), the motor didn’t fully light-off because it re-flooded. If that is indeed true, my previous “Plan B” to do a normal start 2nd, because I’m assuming the cylinders are ‘dry,’ actually exacerbates the problem since the cylinders are actually crazy flooded by that point. So now my question becomes: is there some sort of a rule-of-thumb anyone uses in choosing between boosting first (as in a normal cold start), or a hot start after the plane has sat for a period of time after a flight (e.g. out-&-back). I understand a hot motor and an obviously cold motor, is there some clue as to whether there’s still fuel / vapor in the fuel lines and the cylinders, or if it’s all evaporated out of a ‘warm’ motor?

Hi all- Does anyone have thoughts on starting a sort-of warm engine that’s most likely in vapor lock? Hot start— check, no issues. Standard cold start— check no issues. Flooded start— check, no issues. An engine that has sat for about 2 hours— kicking my butt. Previous chats and the internets suggest going with a hot engine start (throttle - slightly in, mixture - cutoff, no boost). That’s not really working. My Plan B has been to boost it to a flooded state (checklist style with throttle cracked, and mixture rich) then doing the AFM Flooded Engine Start. Also not really working. Now I’ve seen a suggestion to boost it to a flooded state by: Mixture - Rich, Throttle - FULL OPEN, Boost pump - ON 3-5 seconds, then crank with Throttle - ~1000RPM, Mixture - Idle/Cutoff. I guess it sort of makes sense to boost with throttle fuel open to purge fuel lines of vapor, but that’s a new one to me… so I now open the floor for suggestions. Cheers!