CorvAircraft> alternative carbs

[Clare Snyder]

Basically too complex. We do not need the tuneability required for a road 
racing car - for phenomenal accelleration through corners and all that 
stuff.
Which means we don't need the extra parts and weight. We don't need dual 
throats. Lots of stuff there we don't need, particularly since they are not 
altitude compensating, do not provide for simple in cockpit mixture 
adjustment, and will not provide us with any tangible performance 
improvement over some much simpler, lighter, smaller, and generally less 
expensive and complex alternatives.
----- Original Message ----- 
From: "Gary&Sharon" <topsaddle at first-comm.net>
To: "Corvair engines for homebuilt aircraft" <corvaircraft at mylist.net>
Sent: Tuesday, January 01, 2008 10:01 AM
Subject: Re: CorvAircraft> alternative carbs


Clare,
Thanks for your imput,  I am curious what you meant by "OVERKILL for our
use"  to large?  to complex?

Mark,
   Thanks for your imput,  The one I have is an overhauled  DHLA.   I hate
to admit it, but my primary reason for wanting to use it is that I have it,
and its paid for.   I wish I could say I want the sophication, but the truth
is, at my age, being retired, having started a homebuilt twice before, and
having to sell it when life got in the way,  I just want to get a safe
flying project in the air.  If its low and slow, so be it.
   Your comment about leaning a carb by introducing a manifold leak is
simple and brillant.  I never thought of that.  I bet if you came up with a
semi-universal apparatus to do that, you would have a ready market, as a lot
of people want to use carbs that are otherwise  useful but lack mixture
adjustment.
  If anyone out there reading this wants one of these and has something I
can use, I would be willing to consider some kind of trade.  I still need a
LH prop and some kind of  intake system.
thanks again and have a great new year
Gary

----- Original Message ----- 
From: "Mark Langford" <n56ml at hiwaay.net>
To: "Jim Wickert" <jimw_btg at earthlink.net>; "Corvair engines for homebuilt
aircraft" <corvaircraft at mylist.net>
Sent: Tuesday, January 01, 2008 7:00 AM
Subject: Re: CorvAircraft> alternative carbs


> Jim Wickert wrote:
>
>>>Mark Langford is probly onr of the most experienced with the Dellorto and
> the corvair for aircraft use.  He has comments in hiw web regarding his
> findings with the weber.  I can tell you if was simple to setup and use
> Mark
> would have used the weber but he elected after some work not to use it.  I
> find the Dellorto and Weber type carb to be fickle when working at
> changing
> altitudes.  <<
>
> I'm not sure I've ever actually seen a Dellorto in person, but I do know
> my
> way around Webers.  I didn't fly my Weber 40DCOE because I was going to
> mount mine on top and couldn't figure out how to run carb heat to it
> without
> a hideous cowling.  Aesthetics mean less to me now, and I think I could
> make
> that work.  Altitude compensation is another matter, but there was some
> hope
> that it work by  introducing an intake manifold leak that would allow
> leaning at altitude.
>
> Webers can be made to run very smoothly over a wide range of throttle
> settings, and under radically different operating conditions, which is not
> something the Ellison impresses me with.  Even sitting on the ground,
> changing the throttle setting requires resetting the mixture, although
> maybe
> I'm just more sensitive to that than most people because I have a mixture
> gauge that tells me exactly where optimal air fuel ratio is.  My idea of
> "rough" is subjective too, as I have the smoothest running engine that
> I've
> ever flown behind.  And one could always argue that it's not set up
> properly, but there's not much to set up on the thing, and even Ellison
> just
> says "hmmmm" when I explain the lack of consistent air/fuel ratio
> throughout
> the range.
>
> I do know that at cruise if I go full throttle I'll have to fiddle around
> with the mixture to keep it from running rough, and I don't think  a Weber
> would require that kind of constant attention.  I haven't flown one, but
> John Martindale has, and he'd be better prepared to answer those questions
> than I would.  I do feel pretty certain that a Weber would provide a more
> homogenous air/fuel charge to the six cylinders than the Ellison, despite
> my
> convoluted intake system.  I've toyed with replacing the Ellison with the
> Weber, and next time I'm in the mood to modifiy the cowling, I may do that
> just to see how it does.  I think I already know the answer to that one
> though.  It's not that the Ellison doesn't work OK, it just doesn't work
> like I think any reasonably good carburetor should work.  But like I said,
> I'm probably using an automotive yardstick, rather than the airplane
> measure.  The Ellison does get the job done with zero maintenance problems
> so far, so perhaps I shouldn't complain...
>
> Mark Langford, Huntsville, Alabama
> see KR2S project N56ML at http://home.hiwaay.net/~langford
> email to N56ML "at" hiwaay.net
> --------------------------------------------------------------
>
>
> _________________________________________________________
> search the CorvAircraft archives at
> http://www.maddyhome.com/corvairsrch/index.jsp
> to UNsubscribe from CorvAircraft, send a message to
> CorvAircraft-leave at mylist.net
> Other CorvAircraft list info is at
> http://www.krnet.org/corvaircraft_inst.html


_________________________________________________________
search the CorvAircraft archives at 
http://www.maddyhome.com/corvairsrch/index.jsp
to UNsubscribe from CorvAircraft, send a message to 
CorvAircraft-leave at mylist.net
Other CorvAircraft list info is at 
http://www.krnet.org/corvaircraft_inst.html