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jbhart(at)onlyinternet.ne
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 Posted: Mon Sep 01, 2008 12:46 pm Post subject: Labor Day - Oops! |
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Kolbers,
What I am doing is not new. It is similar to US Patent 4,040,399, Aug. 9,
1977, entitled "Back Draft Carburetor For Two Cycle Engines". The Bing does
NOT provide this capability, but with the probe, critical orifice, flow
throttling valve, and connecting tubing, the "back drafting" components can
be externalized. If you would like to view this patent see below:
Fly Safe!
Jack B. Hart FF004
Winchester, IN
do not archive
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herbgh(at)nctc.com
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| Posted: Mon Sep 01, 2008 1:19 pm Post subject: Labor Day - Oops! |
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Jack
Someone sells a mixture control for Bings...and likely Mikuni's
also.. I think it allows the jet needle to be positioned
independently of the slide...? Herb
At 04:42 PM 9/1/2008, you wrote:
| Quote: |
Kolbers,
What I am doing is not new. It is similar to US Patent 4,040,399, Aug. 9,
1977, entitled "Back Draft Carburetor For Two Cycle Engines". The Bing does
NOT provide this capability, but with the probe, critical orifice, flow
throttling valve, and connecting tubing, the "back drafting" components can
be externalized. If you would like to view this patent see below:
Fly Safe!
Jack B. Hart FF004
Winchester, IN
do not archive
|
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jbhart(at)onlyinternet.ne
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| Posted: Mon Sep 01, 2008 4:34 pm Post subject: Labor Day - Oops! |
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At 04:18 PM 9/1/08 -0500, you wrote:
| Quote: |
Jack
Someone sells a mixture control for Bings...and likely Mikuni's
also.. I think it allows the jet needle to be positioned
independently of the slide...? Herb
|
Herb,
I am aware of this system. One reason, I have stayed away from it is that
you have to send your carburetor components to them for modification. Once
the slide, carb top and needle have been modified, you are stuck with it.
If it does not work out well, you have to replace all these components to
get back to where you started. I have not physically seen one but it must
use a very fine screw thread so that the adjustment can be made. With all
the pounding that the carburetor slide takes, this concept does not appeal
to me.
My goal was to get the job done without having to change any jets, etc. I
could have tapped into the screw that blocks the passage way to the under
the slide vent for the altitude compensating system. But I was afraid it
would require jet changes as does the altitude compensating system. If I
continue to have success, I may try it because I can always easily block it
off again.
The most important thing is to get a good needle that matches your engine,
prop setting, and aircraft. Once you have a needle that gives a flat EGT
over the cruise rpm range, then one can start trying to lean out the
carburetor in flight. Saturday, I had to abort two flights due to high EGT
readings when retarding the throttle from climb to cruise. It was no
problem but it delayed my departure for a fly-in at Marion, IN and cost me
about a quart of fuel. EGT can vary a lot in one day if a cold front comes
through, as apposed to very moist warm air or a change in cruise altitude.
As a result one must always adjust the needle position so that the engine is
always running a little bit to moderately rich. If you don't, you run the
risk of scuffing a piston, and re-enforce the concept that the two cycle
engine may be unreliable. This is poor engine management, but we are stuck
with it and the Bing. In part this may be the reason that the aircraft two
cycle has earned the reputation as being a fuel hog.
The system I have described is fairly simple, and fool proof, in that if
anything becomes disconnected, the system goes no more than one needle slot
rich. One would not have to use a differential pressure gage and could go
by the EGT, but I like to know what is going on.
I hope to run the needle full rich position for winter weather tomorrow. If
I can again raise the EGT back up to the upper operating limit, it means I
will no longer have to disassemble the carburetor to move the needle and I
will start reworking the system. Currently, I am running tubing that is too
large and heavy. And I am using an on my lap differential pressure gage.
Tomorrow test should determine the scale range of the new smaller and
lighter gage.
The best thing that can come from this is that it will stabilize fuel burn
rates at various engine rpms.
Fly Safe!
Jack B. Hart FF004
Winchester, IN
| | - The Matronics Kolb-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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herbgh(at)nctc.com
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| Posted: Mon Sep 01, 2008 5:42 pm Post subject: Labor Day - Oops! |
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Hi Jack
Here is a link to the Artic Sparrow mixture control blurb at UL
news... two parts...I am satisfied that it is easily duplicated...and
is reliable...fuel savings also...Herb
http://www.ultralightnews.com/enginetroublshooting/arcticsparrow.htm
At 08:32 PM 9/1/2008, you wrote:
| Quote: |
At 04:18 PM 9/1/08 -0500, you wrote:
>
>
>Jack
>
> Someone sells a mixture control for Bings...and likely Mikuni's
>also.. I think it allows the jet needle to be positioned
>independently of the slide...? Herb
>
Herb,
I am aware of this system. One reason, I have stayed away from it is that
you have to send your carburetor components to them for modification. Once
the slide, carb top and needle have been modified, you are stuck with it.
If it does not work out well, you have to replace all these components to
get back to where you started. I have not physically seen one but it must
use a very fine screw thread so that the adjustment can be made. With all
the pounding that the carburetor slide takes, this concept does not appeal
to me.
My goal was to get the job done without having to change any jets, etc. I
could have tapped into the screw that blocks the passage way to the under
the slide vent for the altitude compensating system. But I was afraid it
would require jet changes as does the altitude compensating system. If I
continue to have success, I may try it because I can always easily block it
off again.
The most important thing is to get a good needle that matches your engine,
prop setting, and aircraft. Once you have a needle that gives a flat EGT
over the cruise rpm range, then one can start trying to lean out the
carburetor in flight. Saturday, I had to abort two flights due to high EGT
readings when retarding the throttle from climb to cruise. It was no
problem but it delayed my departure for a fly-in at Marion, IN and cost me
about a quart of fuel. EGT can vary a lot in one day if a cold front comes
through, as apposed to very moist warm air or a change in cruise altitude.
As a result one must always adjust the needle position so that the engine is
always running a little bit to moderately rich. If you don't, you run the
risk of scuffing a piston, and re-enforce the concept that the two cycle
engine may be unreliable. This is poor engine management, but we are stuck
with it and the Bing. In part this may be the reason that the aircraft two
cycle has earned the reputation as being a fuel hog.
The system I have described is fairly simple, and fool proof, in that if
anything becomes disconnected, the system goes no more than one needle slot
rich. One would not have to use a differential pressure gage and could go
by the EGT, but I like to know what is going on.
I hope to run the needle full rich position for winter weather tomorrow. If
I can again raise the EGT back up to the upper operating limit, it means I
will no longer have to disassemble the carburetor to move the needle and I
will start reworking the system. Currently, I am running tubing that is too
large and heavy. And I am using an on my lap differential pressure gage.
Tomorrow test should determine the scale range of the new smaller and
lighter gage.
The best thing that can come from this is that it will stabilize fuel burn
rates at various engine rpms.
Fly Safe!
Jack B. Hart FF004
Winchester, IN
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ulflyer(at)verizon.net
Guest
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| Posted: Wed Sep 03, 2008 8:33 pm Post subject: Labor Day - Oops! |
|
|
Is this a system that sold back in 95 or so by a guy if I recall
right was based in Alaska. Seems like I also recall he was killed in
a plane crash. I may be totally wrong. We bought one of those kits,
my partner installed it but I had him pull it back off until our
engine was out of warranty. We never reinstalled it. This one came
with all the parts. Didn't have to send him anything but money. If
I recall right it allowed you to tweak the mixture while in
flight. It been a while and cells are dying at a faster pace each day.
jerb
At 08:32 PM 9/1/2008, you wrote:
| Quote: |
At 04:18 PM 9/1/08 -0500, you wrote:
>
>
>Jack
>
> Someone sells a mixture control for Bings...and likely Mikuni's
>also.. I think it allows the jet needle to be positioned
>independently of the slide...? Herb
>
Herb,
I am aware of this system. One reason, I have stayed away from it is that
you have to send your carburetor components to them for modification. Once
the slide, carb top and needle have been modified, you are stuck with it.
If it does not work out well, you have to replace all these components to
get back to where you started. I have not physically seen one but it must
use a very fine screw thread so that the adjustment can be made. With all
the pounding that the carburetor slide takes, this concept does not appeal
to me.
My goal was to get the job done without having to change any jets, etc. I
could have tapped into the screw that blocks the passage way to the under
the slide vent for the altitude compensating system. But I was afraid it
would require jet changes as does the altitude compensating system. If I
continue to have success, I may try it because I can always easily block it
off again.
The most important thing is to get a good needle that matches your engine,
prop setting, and aircraft. Once you have a needle that gives a flat EGT
over the cruise rpm range, then one can start trying to lean out the
carburetor in flight. Saturday, I had to abort two flights due to high EGT
readings when retarding the throttle from climb to cruise. It was no
problem but it delayed my departure for a fly-in at Marion, IN and cost me
about a quart of fuel. EGT can vary a lot in one day if a cold front comes
through, as apposed to very moist warm air or a change in cruise altitude.
As a result one must always adjust the needle position so that the engine is
always running a little bit to moderately rich. If you don't, you run the
risk of scuffing a piston, and re-enforce the concept that the two cycle
engine may be unreliable. This is poor engine management, but we are stuck
with it and the Bing. In part this may be the reason that the aircraft two
cycle has earned the reputation as being a fuel hog.
The system I have described is fairly simple, and fool proof, in that if
anything becomes disconnected, the system goes no more than one needle slot
rich. One would not have to use a differential pressure gage and could go
by the EGT, but I like to know what is going on.
I hope to run the needle full rich position for winter weather tomorrow. If
I can again raise the EGT back up to the upper operating limit, it means I
will no longer have to disassemble the carburetor to move the needle and I
will start reworking the system. Currently, I am running tubing that is too
large and heavy. And I am using an on my lap differential pressure gage.
Tomorrow test should determine the scale range of the new smaller and
lighter gage.
The best thing that can come from this is that it will stabilize fuel burn
rates at various engine rpms.
Fly Safe!
Jack B. Hart FF004
Winchester, IN
|
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http://www.matronics.com/Navigator?Kolb-List |
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