FUEL METERING

RECIPROCATING ENGINE FUEL METERING

PT 2

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CARBURETOR SYSTEMS

To provide for proper engine operation under vari­ous engine

loads, speeds, and air densities, most car­buretors include at
least the following five systems

1. Main metering
2. Idling
3. Mixture control
4. Accelerating
5. Power enrichment or economizer
FLOAT-TYPE CARBURETORS

 The float-type carburetor is so named because it uses a float to regulate the amount of fuel that enters a
carburetor.
 In a float-type carburetor, fuel is stored in a FLOAT CHAMBER.
 The amount of fuel allowed to flow into a float chamber is controlled by a float-operated NEEDLE VALVE
installed in the fuel inlet.
 With this type of system, as fuel enters the float chamber, the float rises and begins to close the needle valve.
 Once the fuel in the float chamber is at the correct level, the float completely closes, or seats the needle valve
to stop the flow of fuel.
 A carburetor float typically is constructed of brass or some composite material.
 When brass is used, the float is hollow and the air sealed inside the float provides its buoyancy.
 However, when composite materials are used, the float is typically constructed as a solid piece.
 In this case, float buoyancy is pro­vided by the air trapped in the porous composite material used for
construction.
 To allow the air to enter and leave the float chamber as the fuel level rises and falls, all float chambers are
vented.
 A typical vent passage opens directly to the atmosphere or into the air intake.
 This way, the air pressure within the float chamber is always the same as atmospheric.
 All float-type carburetors store a quantity of fuel in a float chamber.
 The amount of fuel allowed into a float chamber is controlled by a float actuated needle valve.
1. MAIN METERING

 The purpose of the main metering system is to sup­ply the correct amount of fuel to the engine at all speeds above idle.
 The main metering system is comprised of one or more venturi tubes, a main metering jet and discharge nozzle, and
a throttle valve.
 Fuel metering begins with the venturi.
 It is this drop in pressure that the meter­ing system relies on to meter the appropriate amount of fuel.
 In some carburetors, a single venturi is unable to create the pressure drop necessary to meter fuel. In this case, a
second BOOST VENTURI is installed inside, or just prior to, the PRIMARY VENTURI.
 The discharge nozzle delivers fuel to the intake air and is installed between the float chamber and the venturi.
 When an engine is at rest, the fuel level in the discharge nozzle matches that in the float cham­ber.
 In most cases, the float maintains a fuel level that is approximately 1/8 inch below the opening in the discharge
nozzle.
 This distance is referred to as the fuel metering head.
 The purpose of the fuel metering head is to prevent fuel from leaking out of the nozzle when the engine is shut down.
 The operation of the discharge nozzle is based on the difference in pressure between the venturi and the
float chamber.
 For example, when no air flows through the venturi, the pressure in the float chamber and venturi are
the same.
 However, once air starts flowing through the venturi, the air pressure in the venturi decreases below
the air pressure in the float chamber.
 This pres­sure differential, or metering force, forces fuel to flow through the main metering jet and out
the discharge nozzle into the airstream.
 Based on this, the greater the pressure differential between the float chamber and discharge nozzle,
the more fuel is discharged.
 However, the maximum amount of fuel that can flow through the discharge nozzle is ultimately
limited by the size of the main metering jet.
 In most cases, a pressure differential of at least 0.5 in. Hg. is required to raise the fuel past the fuel
metering head.
 At high power settings, the pressure differen­tial is more than high enough to ensure a continuous flow
of fuel.
 However, at low engine speeds, when the pressure differential is low, fuel delivery from the discharge
nozzle is hampered by the fuel's surface tension.
 Surface tension is a physical property of flu­ids that is created by the cohesive forces of mole­cules.
 Because of this cohesiveness, liquids tend to hold together instead of spread out or break up.
 An example of a liquid's cohesive force is seen when a container is slightly overfilled.
Air Bleed

 When fuel enters a discharge nozzle, its surface ten­sion tends to cause the fuel to adhere to itself and
the walls of the nozzle.
 This can cause the fuel to inter­mittently discharge from the nozzle in large droplets instead of a fine,
continuous spray.
 To decrease the surface tension of the fuel, an air bleed system is typ­ically incorporated into the
metering system.
 An air bleed consists of a passage with a small cali­brated orifice.
 One end of the passage opens into the discharge nozzle slightly below the fuel level while the other
end opens into an area behind the venturi where the air is relatively motionless and the pres­sure is
near atmospheric.
 To explain how the bleed air system works, consider a liquid filled container with a drinking
straw.
 If you were to suck on the straw, a solid stream of liquid would smoothly rise up in the straw.
 However, if a small hole is pierced in the side of the straw above the liquid, air, in the form of
bubbles, would be introduced into the liquid as it is drawn up through the straw.
 The amount of air drawn through the pin hole is limited by the size of the pin hole and the
opening in the bottom of the straw.
 For example, if the size of the pin hole is increased without increasing the amount of vacuum, the
amount of liquid that can be drawn through the straw is dramatically reduced.
 However, if a metering orifice is placed at the bottom of the straw and air is introduced through a
siphon tube below the level of the liquid, a larger amount of air can be drawn into the liquid
stream.
 The greater amount of air bleed produces an even emulsion of air and liquid that can still be
drawn up into the straw.
 When an air bleed is installed in a carburetor, the low pressure at the discharge nozzle
draws fuel out of the float chamber and bleed air from behind the venturi.
 Ultimately, the bleed air and fuel mix in the discharge nozzle, creating an emulsion, or
mixture, which lowers the fuel's density and helps to break up its surface tension.
 By disrupting this surface tension, the fuel discharges from the nozzle in a fine, uniform
spray which promotes vaporization.
2. IDLING SYSTEM

 When an engine is idling, the throttle valve is nearly closed.

 As a result, the air velocity through the ven­turi is greatly reduced which, in turn, dramatically reduces the
pressure differential between the ven­turi and float chamber.
 In fact, in some cases, the pressure differential may be so low that a sufficient amount of fuel cannot be
drawn from the main dis­charge nozzle.
 To correct this condition, a series of two or three small passages are provided in the carburetor barrel near
the edge of the throttle valve where a small amount of air can still flow.
 These passages, commonly referred to as IDLE DISCHARGE PORTS, or IDLE JETS, are connected by
an idle emul­sion tube to an ANNULUS, or ring, that draws fuel from the outlet of the main metering jet.
 The emul­sion tube contains an idle metering jet that regu­lates the amount of fuel that can be drawn
from the main discharge system and an idle air bleed that aids in emulsifying the fuel.
 When the throttle is closed, a venturi is estab­lished near the discharge ports.
 The resulting low pressure area created by the venturi draws fuel from the discharge ports and allows fuel to
be dis­charged into the airstream.
 To control the amount of fuel being discharged into the airstream, an adjustable needle valve is positioned in
the upper idle discharge port.
 When the needle valve is screwed in, the amount of fuel discharged is reduced, and the idle mixture becomes
leaner.
 Conversely, by unscrewing the valve, the amount of fuel discharged increases to enrichen the idle mixture.
 Adjustments to this valve are easily accomplished by way of a thumb screw, that is accessible from the outside
of the carburetor.
 As a general rule, the mixture provided by the idling system is rich when compared to the main metering
system.
 This is necessary for engine cooling since airflow around the cylinders of an idling engine is typically
inadequate for effective cooling.
 In a multiple port idle discharge system, as the throttle is opened, the edge of the throttle valve moves past
each idle discharge port.
 As more of these ports become exposed, more fuel is allowed into the throat of the carburetor.
 By doing this, a smooth transition is provided between idle power settings and higher power settings
where the main discharge nozzle becomes effective.
 The relative position of the throttle to the idle discharge ports is an important consideration during engine
starting.
 For example, if the throt­tle opening is less than that called for, an exces­sively rich mixture may be
provided to the engine.
 This is because a smaller opening between the butterfly and throttle body creates a high vacuum near the
idle discharge ports which draws more fuel.
3. MIXTURE CONTROL

 A carburetor's mixture control system regulates the ratio of fuel and air supplied to the engine.
 If you recall, control of the fuel/air mixture is required in aircraft to allow the engine to operate
efficiently at various altitudes and in a variety of conditions.
 The two most common methods used to control the mix­ture include the use of either a VARIABLE
ORIFICE or BACK SUCTION.
 Variable Orifice

 With a variable orifice mixture control, the float chamber is vented to the atmosphere and a valve is installed in
the float chamber that controls the size of the passage between the float chamber to the main metering jet.
 Some carburetors use a needle valve to control fuel flow while other carburetors use a step-cut rotary valve.
 In either case, the valve is installed in series with the main fuel metering jet.
 When the mixture valve is in the idle-cutoff posi­tion, no fuel flows to the main metering jet.
 On the other hand, when the valve is fully open, the amount of fuel allowed to flow to the discharge nozzle is
restricted only by the main metering jet.
 When placed in an intermediate position, the amount of fuel permitted to flow to the discharge nozzle is
determined by the size of the opening in the mixture valve.
 Back Suction Mixture Control

 With a back suction mixture control system, low pressure is used to control the pressure differential between the
venturi and the float chamber.
 With this type of system, low pressure air is taken from the venturi and routed through a mixture control vent
valve into the float chamber.
 On carburetors that use a back suction mixture control, the float chamber is vented to the atmos­phere and to a
low pressure area near the venturi.
 With this type of system, when the mixture control is in the rich position, the vent valve is full open and the float
chamber is vented to the atmosphere.
 This creates the largest pressure differential between the float chamber and discharge nozzle and, therefore,
allows the greatest amount of fuel to flow to the discharge nozzle.
 On the other hand, when the mixture control is placed in the idle-cut­off position, the vent valve vents the float
chamber to the low pressure air in the venturi.
 This elimi­nates the pressure differential between the float chamber and the discharge nozzle, thereby stop­ping
the flow of fuel.
 Based on this, when the vent valve is placed in an intermediate position, the float chamber is vented
to a combination of atmos­pheric air and venturi air.
 The combined air pres­sure of the two dictates the pressure differential between the float chamber and
discharge nozzle which, in turn, controls the amount of fuel that is discharged.
• Automatic Mixture Control

 A few float-type carburetors utilize a mixture con­trol system that automatically maintains the proper fuel/air mixture
during flight.
 With this type of sys­tem, as an aircraft ascends, the mixture is automati­cally leaned to provide the optimum fuel/air
ratio.
 Likewise, as the aircraft descends, the automatic mixture control enrichens the mixture.
 The simplest type of automatic mixture control (AMC) utilizes a sealed bellows that positions either a back suction or
variable orifice type mixture control through an actuator.
 With this type of system, as the aircraft climbs, the bellows expands and reduces the amount of fuel permitted to flow
to the discharge nozzle.
 This leans the fuel/air mixture allowing the engine to produce its maximum power output. On the other hand, as the
aircraft descends, the bellows contracts and enrichens the mixture.
 In aircraft that utilize an automatic mixture control you must be familiar with engine operational prob­lems that
indicate a malfunction with the mixture control system.
 For example, if an aircraft experi­ences rising cylinder head temperatures during a descent, this may indicate
that the mixture is becoming progressively leaner.
 On aircraft equipped with an automatic mixture control sys­tem, this could be caused by the control actuator
sticking in the extended position.
 On the other hand, if the engine does not produce full power at altitude, the control actuator could be stuck in
the retracted position or the bellows may be punctured. In either case, an excessively rich mixture is pro­vided to
the engine.
• ACCELERATION SYSTEM

 When the throttle of a carburetor is rapidly opened, the airflow through the carburetor increases before the
discharge nozzle has an opportunity to increase the amount of fuel flow.
 This delayed response cre­ates a momentary leaning of the fuel/air mixture that can cause an engine to initially
stagger before accelerating.
 To prevent this, many carburetors are equipped with an acceleration system.
 An accelera­tion system provides an immediate, but brief, increase in fuel flow in the throat of the carburetor
to enrichen the mixture.
 By providing this extra fuel, the engine can accelerate smoothly and quickly, until the discharge nozzle can
deliver fuel at a rate that is proportional to the airflow rate.
 The two most commonly used acceleration systems are the acceleration well and accelerator pump systems.
• Acceleration Well

 The simplest type of acceleration system uses an acceleration well in the main discharge nozzle.
 An acceleration well is basically an enlarged annular chamber that surrounds the main discharge nozzle at the
main air bleed junction.
 When the engine is running at a set speed, a charge of fuel is stored in the acceleration well.
 This way, when the throttle is rapidly advanced, the excess fuel in the acceleration well is drawn out through the
discharge nozzle so ample fuel is available to produce a rich mixture.
• Accelerator Pump

 A second type of acceleration system uses an accel­erator pump to provide a momentary rich mixture when the
throttle is advanced rapidly.
 A typical accelerator pump consists of a leather packing that is held against the walls of a pump chamber by a coiled
spring.
 The pump is connected to the throttle valve shaft and, therefore, is actuated by the throttle linkage.
 This way, when the throttle valve is closed, the accelerator pump piston moves upward in the pump chamber.
 This action causes the pump cham­ber to fill with fuel from the float bowl through a pump inlet check valve.
 However, when the throttle valve is opened quickly, the piston moves down and forces the stored fuel past a
discharge check valve and through a separate discharge nozzle into the airstream.
 Since the discharge check valve and nozzle are much smaller than the accelerator pump piston, the speed at which
the piston pumps fuel must be lim­ited.
 This is accomplished by installing the piston on a spring-loaded telescoping shaft.
 This way, when the throttle valve is opened rapidly, the tele­scoping shaft contracts so the throttle valve can be fully
opened.
 At the same time, the spring on the telescoping shaft continues to force the piston downward to pump fuel at a rate
the discharge noz­zle can handle.
• POWER ENRICHMENT/ECONOMIZER SYSTEM

 Aircraft engines are designed to produce a maxi­mum amount of power consistent with their weight.
 However, the heat generated while operating at maximum power is typically more than most engines are capable of
dissipating without help.
 Therefore, provisions must be made to facilitate the dissipation of heat.
 One way of dissipating excess heat is to incorporate a power enrichment system that provides a rich fuel/air mixture at
high power settings.
 This way, the excess fuel in the mixture helps cool the cylinders.
 A typical power enrichment system functions at throttle settings above cruise power settings.
 In addition, although a power enrichment system increases the fuel flow at high power settings it does permit an
operator to use a leaner mixture during normal cruise operations.
 For this reason, a power enrichment system is sometimes referred to as an economizer system.
• Needle Type

 The needle-type economizer system uses an enrich­ment metering jet that operates in parallel with the main
metering jet.
 With this type of system, a nee­dle valve is installed upstream of the enrichment jet and is operated by the throttle
shaft.
 When the engine is operating below full throttle, a spring holds the needle valve on its seat.
 This action pre­vents fuel from flowing through the economizer jet.
 However, when the throttle is wide open, a linkage lifts the economizer needle valve off its seat to allow fuel to
flow through the economizer jet and out to the discharge nozzle.
A needle-type economizer allows enrichment fuel flow through an economizer metering jet when the
needle valve is pulled off its seat at full throttle settings.
• Air Bleed Type

 As you know, when the air velocity through the main venturi increases, the resulting decrease in pressure draws
more fuel out of the discharge nozzle.
 In addition, to aid in fuel vaporization, a pre­cisely sized air bleed is installed between the float chamber and the
discharge nozzle.
 If you recall, the larger the air bleed, the leaner the fuel/air mixture.
 By the same token, if the size of the air bleed is decreased, the fuel/air mixture becomes richer.
 Based on this, if you can control the size of the air bleed, you can control the mixture ratio.
 In an air bleed type economizer system, a needle valve and seat are installed at the air bleed entrance.
 When the engine is operating at cruising speeds, a spring holds the needle valve off its seat and the full effect of
the air bleed is realized at the discharge nozzle.
 However, when the throttle valve is fully opened, an operating lever attached to the throttle shaft presses against
the needle valve thereby restricting the air bleed.
 By restricting the air bleed, additional fuel is supplied to the discharge nozzle.
 • CARBURETOR LIMITATIONS

 Float-type carburetors are reliable and relatively easy to maintain; however, they do have several dis­tinct disadvantages.
 For example, float-type carbu­retors utilize relatively low operating pressures which can result in incomplete
vaporization and inadequate fuel flow from the discharge nozzle.

 In addition, the float design does not respond well to sudden aircraft maneuvers and unusual aircraft atti­tudes.
 Another disadvantage of float-type carbure­tors is their tendency to accumulate ice.
 Carburetor icing occurs when water freezes in a carburetor ven-turi and restricts airflow to the engine.
 When this happens, an engine may run rough, lose power, or even quit in flight.

 Twocategories of carburetor icing include fuel evaporation ice and throttle ice.
 FUEL EVAPORATION ICE

 Fuel evaporation ice results from the temperature drop that occurs when fuel is vaporized in the venturi.
 As fuel is discharged into the carburetor venturi, it turns into a vapor and absorbs heat from the surrounding
air.
 This evaporation causes air tem­perature in the venturi to drop 30℉ or more.
 In some cases, this loss of heat is enough to cause the moisture in the air to condense and freeze.
 Because of this phenomenon, a carburetor is typically one of the first areas in an aircraft to accumulate ice
during a flight.
 In fact, carburetor ice can occur at ambient air temperatures up to 70℉ with relative humidity as low as 50
percent.
 Optimum conditions for car­buretor ice exist when the outside air temperature is between 30℉ and 40℉ and the
relative humidity is above 60 percent.
 THROTTLE ICE

 Throttle ice is the term used to describe ice which forms on the rear side of the throttle valve when it is
partially closed.
 As air flows across and around the throttle valve, a low pressure area is created on the downstream side.
 This has a cooling effect on the fuel/air mixture which can cause moisture to accumulate and freeze on the
backside of the valve.
 Since throttle icing typically occurs with the throt­tle valve partially closed, a small amount of ice can cause a
relatively large reduction in airflow and a corresponding loss of engine power.
 In severe cases, a large accumulation of ice can jam the throttle and render it immovable.
 Since the temperature drop created by the low pressure area is small, throttle ice seldom occurs at
temperatures above 38CF.