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Ellison Throttle Body Injector

Section 4 - Standard Operating and Maintenance Procedures

4-1 General

This section outlines the procedures to be used in normal operation of the ELLISON TBI after the unit has been installed and adjusted in accordance with the preceding sections of this manual. If any instruction or procedure specified in this section conflicts with recommendations of the aircraft or engine manufacturer, then those recommendations should take precedence over contrary instructions contained herein.

4-2 Normal Starts

The following starting procedure should be used for the engine's first start of the day and any time the engine has cooled to ambient temperature.

1. Both magnetos OFF.
2. Master switch ON.
3. Brakes ON, wheel chocks in place or tail tied down.
4. Mixture FULL RICH.
5. Throttle cracked 1/8 inch.
6. Prime the engine in accordance with the engine manufacturer's instructions.
7. Magneto switches positioned as recommended by the engine manufacturer for engine starting.
8. Engage the starter or commence manual propping.
9. If the engine does not start by the fifth compression stroke, return to step five. If symptoms of flooding occur or step five has been repeated three times, then proceed to Section 4-4 (Unloading).
10. When then engine starts, switch magnetos to BOTH ON and set the throttle to the desired RPM.

4-3 Hot Starts

When the engine is warm, use the same procedure as for normal starts, except omit the use of prime fuel (step 6).

Hot starts are sometimes more easily accomplished if the engine is shut down using the magneto switches rather than the mixture control.

4-4 Unloading

If during starting attempts the engine becomes overloaded with fuel, the induction system may be cleared as follows:

1. Both magnetos OFF.
2. Throttle FULL OPEN.
3. Mixture control at FULL LEAN.
4. Manually rotate the engine backwards through 20 blades.
5. Close the throttle, set the mixture at FULL RICH and initiate the appropriate starting procedure once again.

4-5 Inflight Leaning

The ELLISON TBI greatly increases the engines tolerance for lean mixtures when compared to conventional aircraft carburetors. For this reason, the common practice of leaning to the threshold of engine roughness may place a TBI equipped engine far on the lean side of safe operation. Therefore, follow the engine manufacturer's recommendations which rely on EGT, fuel flow, or RPM as a reference for leaning.

4-6 Engine Shutdown

The engine may be shut down by any of the following:

1. Set the mixture control to FULL LEAN.
2. Set the main fuel valve to the OFF position.
3. Turn both magneto switches to the OFF position.

If procedures 1 or 2 are used, both magnetos must be turned to OFF after the engine has stopped.

It has been observed that hot re-starts are sometimes more easily accomplished following engine shutdowns using procedure 3.

It is good practice to occasionally kill the engine with the magneto switch to determine that both magneto grounding circuits are functioning properly. A switch malfunction or an "open" P-lead will permit one or both magnetos to remain "hot", allowing the engine to continue running regardless of switch position.

Because of residual fuel that always remains in the fuel system, there is constant danger of the engine firing if the propeller is rotated.

The main fuel valve must always be placed in the OFF position whenever the aircraft is to be parked or hangared.

4-7 Induction Ice

Contrary to common belief, the ELLISON TBI can accumulate ice! Additionally, engines with cold induction manifolds such as the four cylinder Continental engines, the Continental O-470, and all Volkswagen derivative engines, are especially susceptible to the formation of manifold ice. At idle power, icing is indicated by erratic RPM (loping after a smooth idle) or other signs of richness. This condition can be corrected with the application of induction heat. In cruise, Icing might be indicated by a gradual enrichment of mixture, or the inability to lean the engine with the mixture control. This condition can be corrected by selecting full rich mixture and applying induction heat. Additionally, ice built up during cruise can sometimes be removed by cycling the throttle from full open to full closed and then back to the desired setting.

4-8 Hot Weather Operation

When operating in conditions of very hot ambient air temperatures with very tightly cowled engine installations, fuel vapor formation may occur causing engine roughness. This problem can usually be solved by:

1. Careful thermal insulation of all fuel lines and fuel system.
2. Air blast cooling of fuel pumps and other fuel components.
3. Installation of thermal shields to protect fuel system components from radiant heating by exhaust system.
4. Turn boost pump ON.

4-9 High Altitude Takeoff

When operating out of high altitude airports, takeoff power should be optimized with the manual mixture control in accordance with the aircraft or engine manufacturer's recommendations.

4-10 Maintenance and Repair

The following maintenance should be accomplished at the intervals indicated:

1. Remove and clean or replace the aircraft main fuel system filter each 50 hours of engine operation.
2. Remove and clean the TBI fuel inlet finger screen each 50 hours of engine operation. Check condition of the "O" ring and replace with EFS P/N 29-009 if damaged (P/N 29-013 for the EFS-2).
Do not use thread sealing compounds or tape. All fitting joints use either an "O" ring seal or a flared tube seat and, if properly installed, require no additional sealing material.


If contaminants are found inside the fuel inlet filter screen, the source must be found and corrected.
3. Clean the inlet air filter each 50 hours of engine operation or more frequently if operated in dusty conditions.
The ingestion of unfiltered air into the TBI can create hazardous throttle plate binding and slide seal wear.
4. After an initial period of five hours of operation, idle mixture should be checked and readjusted as needed.

Field repair or disassembly of the regulator portion of the TBI is not authorized. Removal of the lead seal will void the warranty.

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