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3300 Gen 2/701 Aerojector (formerly Aerocarb) Questions
I am probably not breaking any new ground here. I ordered the mount from Arion Aircraft and hopefully will pick it up in the next couple of weeks. The previous owner of the engine liberated the carburetor but was enormously generous with every other accessory for which I am very, very, VERY grateful. Those, I needed. The carburetor meh>> not so much.
For the record, I'm not anti-Bing. I'm anti-carburetor.
So having said all that here are some of my questions:
Picking the aerojector model was easy. What's less clear are the clearances and which version, spigot, flange, etc etc works best for a 701 mount.
I'll admit a particular affinity for Facet fuel pumps but what's the best mounting location to supply the recommended fuel flow for extreme pitch up? Header tank or no?
Some of these are probably noob questions so feel free to flame me, just supply an answer along with the flames. Years of government training have made me largely immune to beatings lol
Replies to This Discussion
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Permalink Reply by John Austin on
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I've got 100's of hours experience with an AeroInjector on my 750 STOL/Jabiru 3300. I'm not anti-Bing, either, and not anti-Mikuni (the Gen 4's use a clone of a Mikuni carb), but like having a manual mixture control with the AeroInjector. It works great if set-up properly. In both a Gen 2 and a Gen 4 3300, I've found no need for either an auxiliary electric fuel pump (the mechanical fuel pump is removed and blocked-off as the AeroInjector works best on gravity-feed only) or for a header tank. The spigot mount will fit directly into the rubber connector that the carb uses between the carb and intake manifold spigot. Be sure that firewall-forward the fuel line is continuously running uphill to the TBI so there will be no high spots in the line to trap vapor bubbles and cause "the burps" - harmless but unnerving engine hesitation! Mount the TBI so the fuel line enters at the bottom of the TBI rather than the top so again, there won't be a high-point trap for fuel vapor. My fuel line is stainless braided PTFE with integral fire sleeve - the fire sleeve helps with insulating the line - again, to reduce fuel vapor formation. I also got one of those aluminized fabric sleeves that is split down one side and fastens with Velcro to further insulate the fuel line. Don't know if you have the 2200 or the 3300, but I think the clearances are the same and you should have no problem fitting the AeroInjector between the distributor caps with the mixture and throttle cables arcing down from above. Since the AeroInjector is immune to icing, I deleted the original airbox, carb heat, and the muff on the muffler that provides heated air. Along with removing the Bing, I think the net weight savings was 8 pounds! I simply clamped a K&N filter directly on the intake bell of the AeroInjector and have a separate heat muff on the exhaust pipe for cabin heat - works great! As I said, this installation is in a 750 STOL,, but I would think the experience should translate directly to the 701.
BTW, if you do install a Facet pump for some reason, Sonex/AeroConversions considers it mandatory you have a fuel pressure regulator which I "think" limits the pressure to less than 2 psi ... as I said, the AeroInjector really works best at very low pressure with gravity-feed only. Sonex/AeroConversions can recommend the specific Facet pump and Holley pressure regulator.
Hope this helps,
John
N750A
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Permalink Reply by shaun wheeler on
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Thank you very much, John. That was exactly the information I needed. Do you have photos of your install?
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Here you go:
(Since that picture was taken I replaced the fuel line with one continuous braided stainless PTFE line with integral firesleeve from Aircraft Specialty and entire line has the aluminized heat reflective fabric for further insulation.)
If you have a conventional throttle control (push for full and pull for closed), the AeroInjector will require a throttle-reversing bell crank as it would otherwise be push for closed and pull for full. I fabricated a reversing bell crank initially (seen on the left edge of picture), but had a problem with a kink in the throttle cable and switched to the Sonex/AeroConversion throttle quadrant, which reverses the throttle cable direction and does not require the reversing bell crank - eliminates 2 potential cable failure points and works great!
If you click on the picture and enlarge it, you can better see in the background the cabin heat muff on the exhaust pipe, wrapped with the aluminized fabric to insulate it for a bit better heat retention and efficiency.
John
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Thanks, John! Did you use a header tank on your install?
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No, since the 750 STOL is has high-wing fuel tanks, no header tank is required.
John
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