This is a classical good news, bad news story. The bad news is that I made another attempt to start the engine today, and I did not succeed. The good news is that I discovered what the problem is.

When I tried to start the engine I noted that it kicked back when the magneto fired. Not good. I tried again, this time using the electronic ignition. It kicked back again. I stopped, and pondered what common cause could cause the timing for both the magneto and electronic ignition to be advanced. I pulled the top spark plugs out, and using a small screw driver in the number one plug hole, determined that the piston reached top dead centre 60° after the marks on the flywheel said it should.

I took a quick look at the starter, and couldn't see any damage from the kickbacks. I'll take a closer look tomorrow.

Thinking back, I had the flywheel off at one point. I thought I was careful to reinstall it at the same angle that it had been removed, but I obviously screwed that up. I borrowed an engine hoist to sling the prop from, and I am taking a day off work tomorrow. I think I should be able to get the prop off and on, and the timing reset tomorrow. If we get a break between showers I will make another attempt to start the engine.

I had three other RV-8 builders contact me with advice on engine start. Two of the three said that their first attempt was a failure too. They each told me what start procedure they use - all three were different. This morning I spent a few minutes in our technical library, looking at the Pilot’s Operating Handbooks for various aircraft that have Lycoming IO-360-A or -C series engines - Beech Sierra, Cessna 177RG, Mooney M20F, Partenavia P68C, Piper PA-28-200R and Socata TB200. Their recommended start procedures were all different, and none of them were exactly the same as what Lycoming recommends. This is a testament to how finicky these engines can be.