Hi Seth,
Whenever I have to start almost any fuel injected model after the engine is warm or hot, I typically leave the boost pump off, mixture full lean and throttle full forward or cracked an inch. I crank the engine until it begins to start and then reverse the the throttle and mixture (pull the throttle back to idle, enrichen the mixture). I try to be fairly quick with reducing the throttle so the engine doesn't rev way up once it does start. Its a lot easier to accomplish with two people, one person can crank the starter and control the throttle and the person in the right seat can help with the pushing the mixture control forward. This technique works well on a Cherokee Six. On a Navajo I've left the throttle cracked about an inch, boost pump off, mixture lean and slowly advanced the mixture as I've cranked, and it worked pretty well. I haven't flown the Seneca but I bet it would work on it too.
Hope that helps,
Jackie

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Hello all,

New to this group, as my wife and I just acquired our Seneca II just a few months ago.

Wondering if anybody can give nay suggestions/techniques for starting these engines when hot.

The manual doesn’t seem to offer much helpful guidance.

Thanks in advance for any suggestions,

Seth

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For videos about some PA-28 Wing SBs and a a general view of the Cherokee wing spar construction check out the videos page: [url=a general view of the Cherokee wing spar construction]Cherokee Wing Videos[/url]

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The attached PDF includes select pages from a recent presentation for an FAA 14CFR part 141 Safety Summit. They show the results of inspections of a number of PA-28 aircraft that were undertaken after the ERAU Arrow accident. These are not the accident airplane and these are not from ERAU. The images show evidence of cracks, corrosion, elongated bolt holes and washers wearing into the spar. This information is presented for your information.
Please contact me if you have any questions. EmailEmail or 626-844-0125

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The attached PDF includes select pages from a recent presentation for an FAA 14CFR part 141 Safety Summit. They show the results of inspections of a number of PA-28 aircraft that were undertaken after the ERAU Arrow accident. These are not the accident airplane. The images show evidence of cracks, corrosion, elongated bolt holes and washers wearing into the spar. This information is presented for your information.

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Thank you so much Steve!
Certainly will check this out.
Meighan Chisholm

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I suggest you contact summit racing ( www.summitracing.com ) to see if they have a sender that fits your needs. It looks like this: www.summitracing.com/parts/sww-280ea/overview/ might do the trick.

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Hi Peter;
Sorry for the delay in getting back to you. You're OK with those temps. This debate will go on forever about the "right" temp but Lycoming has published that 150 deg F is the lowest that is OK. So you're fine.
If you're getting lead deposits I suggest that you lean aggressively on the ground. I routinely do my 2000 rpm mag check run ups with the mixture leaned. You'll know when you're too lean because the rpm will fall slowly off when on one mag; just richen it up a little and continue.
There is an additive in avgas that will vaporize the lead so it flows out the exhaust but that additive is only effective at higher internal combustion chamber temperatures; aggressive leaning during taxi and low power ops will reduce the lead build up.
But make sure that you richen the mixture up before take off.

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