Return-Path: Received: from imf21aec.mail.bellsouth.net ([205.152.59.69] verified) by logan.com (CommuniGate Pro SMTP 4.2.8) with ESMTP id 611125 for flyrotary@lancaironline.net; Mon, 17 Jan 2005 23:39:45 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.69; envelope-from=sladerj@bellsouth.net Received: from JSLADE ([65.9.204.138]) by imf21aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20050118043916.HVGM2064.imf21aec.mail.bellsouth.net@JSLADE> for ; Mon, 17 Jan 2005 23:39:16 -0500 From: "John Slade" To: "Rotary motors in aircraft" Subject: RE: [FlyRotary] New discovery... Date: Mon, 17 Jan 2005 23:39:14 -0500 Message-ID: MIME-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.2416 (9.0.2910.0) Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1409 > So the moral of the story is (I think?). If you have enough power to crank > the engine, does not mean that it will start. The starter pulls > down all the available juice and the computer takes a break. Any comments? Always start with the ebus switch on - this gives another volt or so to the EC2 (presuming you have an ebus and the ec2 is wired to it) Always start with the alt battery switch on. This helps keep the voltage up, and charges the backup battery once started. I can't see any reason to turn these switches off during flight, except maybe an overvoltage which should kick out the alternator anyway. John (engine starts right up, even when watched by Air France pilots :)