A2A C172 starting issue

[Ben Drinkin]

I can only start it once per session. I have to reload the flight to be able to start it again. Anyone know a fix or possible cause of this?

[[57th] AngryHatter]

Go into the shop and see if you have fouled the plugs etc. The A2A GA aircraft need maintenance or you will have issues.

[wolfast805]

the A2A 172 is notorious for needing to be perfect for starting. def. check maintenance like AngryHatter said. If it keeps up go thru your Pre-flight startup step at a time.

[LHookins]

I've found that it's easy to over-prime the engine upon starting. I think the docs say 3 to 5 seconds. Don't do more than two seconds if the engine is warm. You can always attempt the start again with a bit more priming.

Some pilots recommend going through the run-up procedure and magneto check again just before shutting off the engine to make sure your plugs aren't already fouled. I haven't seen this for the A2A Cessna, but I have in real-world documentation for another aircraft.

It will probably help to swap out the spark plugs in the maintenance hangar for the fine wire ones. Less chance of fouling.

Hook

[Ben Drinkin]

Everything is fine. Doing it exactly the same way I would any other time. If I try upon first load it works perfectly, if I were to completely shut it off and try again in that same flight it wouldn't work, and restarting the game fixes it.

[LHookins]

Doing it exactly the same way I would any other time.

Which may be your problem. You use slightly different techniques to start a warm engine than a cold one.

Maybe you should ask on the A2A forums. Other people have had starting issues. Or maybe just read through the responses to their posts.

Hook

[Ben Drinkin]

Forgot to post, but I found a fix. One of A2A's menu's has a cold and dark button. If I hit that and try again, it works. Even if everything is already off. So I honestly have no idea. Unless that button resets the temps or something.

[LHookins]

Cold and dark resets the temperatures.

Hook

[LHookins]

From the Cessna 172 manual:

NOTE: If engine is warm, omit priming procedure of steps 6, 7, and 8 below.

6. Auxiliary Fuel Pump Switch — ON
7. Mixture — SET to FULL RICH (full forward) until stable fuel flow is indicated
(usually 3 to 5 seconds), then set to IDLE CUTOFF (full aft) position.
8. Auxiliary Fuel Pump — OFF

The Cherokee has a checklist that says not to prime if temperature is 40 degrees F or above. I haven't had problems with overpriming with that aircraft.

Overpriming is more likely with the 172, and this is why it won't start.

Hook

[Rogen]

Originally posted by LHookins:

From the Cessna 172 manual:

NOTE: If engine is warm, omit priming procedure of steps 6, 7, and 8 below.

6. Auxiliary Fuel Pump Switch — ON
7. Mixture — SET to FULL RICH (full forward) until stable fuel flow is indicated
(usually 3 to 5 seconds), then set to IDLE CUTOFF (full aft) position.
8. Auxiliary Fuel Pump — OFF

The Cherokee has a checklist that says not to prime if temperature is 40 degrees F or above. I haven't had problems with overpriming with that aircraft.

Overpriming is more likely with the 172, and this is why it won't start.

Hook

Planes remind me of old cars, where choke and pumping the accelerator (priming) as well as flooding when hand in hand and starting could be more of an artform.

But now the modern car engine is pretty hyper advanced and will always start unless there is actual fault.

Have real plane engines also advanced simiarly?

The typical car engine now is a drive by wire device with no distributor, no carby, 100,000 KM platinum tipped sparkplugs, 150,000 KM cam belt, variable valve timing , turbocharged, direct injected and fully computer managed engine. Have not plane engines also advanced?

Cheers

[bobbi]

Rogen:

The way many governments require MUCH more stringent maintenance on aircraft compared to most people’s private automobiles, including records and technician licensing, there are a lot of decades old General Aviation planes still in reliable use. A lot of GA planes don’t accumulate flight hours or cabin pressurization cycles at anywhere near the rate scheduled airline planes accumulate such wear and tear either.