I talked with Mark the airport mgr and they have two sizes. One is 42 ft wide at 265/mo and one 44 ft wide at 320/mo. We should go out and look and figure if we both will fit. Peter
These are on north side by new terminal.
Happy to hear another 601 will be in Livingston co.
I bot a 601 xlb in nov 13 and have it in deland, fl.
Plan to bring it to OZW in May 14. Maybe we can go fly together.
I would love to see your project.
Mike, I haven't had a chance to install the TBI, but I have made progress improving the performance of the Bing. It's been another busy year, we just sold a house and purchased another, so the airplane hasn't been a priority. Here are the known knowns ;-)
I've developed a new Bing inlet, my version of the Jabiru Cobra head, and airbox, basically a cold air intake. This is a modification of a previous design that replaced the stock filter airbox (FAB) that addressed the EGT span issues. This new intake is a significant improvement, I was up to a 290 main jet to get the EGT's down, stock is 255, and had to reduce to 260, 255 would work, but I had drilled it out. Cruise EGT's were excellent, but I was still running rich above 2,850 rpm, not developing full power.
The next modification was to make the balance tube adjustable, creating mixture control. It's currently setup as ground adjustable, but I'll be adding an assembly that will allow for inflight mixture control. The balance tube is the fuel bowl vent, increasing suction leans the mixture, think HACman without the plumbing.
So, I've set the balance tube to lean the mixture above 2,850 rpm on high speed taxi tests and hope to do some flying in a week or so, then I'll add the ability to make it inflight adjustable. Through all this madness, I've come to believe that the Bing is more than adequate if it has an optimized intake system. I don't think that spending the money on a TBI is necessary, but I have one and after I get 20-30 hours on the Bing, I'll install the TBI, just for grins.
The key is a better intake regardless if you're running a Bing or TBI.
The Ellison requires a primer as there is no accelerator pump like there is in a Marvel-Schebler. I have electric fuel pumps that I used with a solenoid then to a spray fitting into one side of the intake manifolds. Very easy to set up. Worked very well. The Ellison started easily and idled cold better than the Marvel I have now. It also is better at leaning evenly. I think it is a very nice carb when sized correctly. The Ellison site mentioned at the time that the engine should be 3000 cc or larger for the air flow sensor to work properly at WOT or restrict the throttle opening to less than WOT.
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