SonexBuilders.net

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FWIW, I gave up trying to get a proper mixture across the throttle range at a set mixture setting.
I now tune the carb (needle adjustment) to provide me with a cruise mixture about middle of the mixture control range. I installed a vernier mixture control.
At start up, I go full mixture, then after start, immediately lean to just above idle cutoff. During the run up, I adjust again to be a few turns rich of peak EGT. Once in cruise, I lean to just rich of peak EGT. Landing pattern, I again give a few turns rich. So, I'm chasing the mixture with every phase of flight. But I did that with my C150 too.

Given everything I've read recently about aerocarb tuning issues I'm really starting to regret selling my Ellison that came with engine in lieu of an Aerocarb.

fastj22 wrote:FWIW, I gave up trying to get a proper mixture across the throttle range at a set mixture setting.
I now tune the carb (needle adjustment) to provide me with a cruise mixture about middle of the mixture control range. I installed a vernier mixture control.
At start up, I go full mixture, then after start, immediately lean to just above idle cutoff. During the run up, I adjust again to be a few turns rich of peak EGT. Once in cruise, I lean to just rich of peak EGT. Landing pattern, I again give a few turns rich. So, I'm chasing the mixture with every phase of flight. But I did that with my C150 too.

The way you describe your flight is almost exactly the same thing I do. Crack the mixture to start, pull it way back during taxi and runup, full rich as I take the runway, back a little in cruise, back a little more for the descent, etc. etc. etc...

I've simply gotten used to it but I'm in the same boat. Lately I've been setting my needle valve to maintain a desired peak EGT reading during full throttle climbouts in order to keep my back cylinders cool. I aim for a full power climb EGT of (the hottest cylinder) around 1200 degrees, and everything else is done via mixture control. I'm more and more convinced that, in order to keep the AeroVee cool during climb, it's got to be pretty rich.

I've never done it, but I do like what Jeff Schultz did with his AeroVee's needle. He tapered it a little more since he was having the same issues; rich at idle, normal at cruise, and lean at full throttle. He seemed happy with things in the end but I've never had the courage to start filing on a needle after reading it took him a lot of trial and error. That may be a springtime project but we'll see.

rizzz wrote:Given everything I've read recently about aerocarb tuning issues I'm really starting to regret selling my Ellison that came with engine in lieu of an Aerocarb.

I would have to agree .It seems that for those that know what there doing or get lucky it's a great product but for those of us that aren't up adept at understanding it ,there is a level of frustration that I have read about time and again here and over at the Aerovee forum that I, for one, am unwilling to bear. Sometimes the Monnet idea of simple and elegant leaves you guessing. :?
It just drives me crazy that Sonex doesn't offer more choices.I have read that Rotec is a good choice and if you believe everything you read in forums ,basically works right out of the box.
Ah if only I had enough money to buy a UL :lol:

For what it's worth, Sonex posted this tonight on the Yahoo groups:

Hello again AeroVee and Sonextalk eGroups-

We have seen occasional postings to these groups detailing problems
encountered with the AeroCarb/AeroInjector, AeroVee Engine, and other
AeroConversion products. Given the large volume of products in use
worldwide, the level of issues is very small and we aim to continue this
trend by offering the best factory support in the industry.

Unfortunately when someone reads a posting from the same person for the
third or fourth..or in some cases fifth or sixth or more time(s), the
logical conclusion is that this is some kind of standard experience. It
also is logical to think they're not getting help from us, which is
unfortunate and simply not true. We encourage everyone in
the AeroVee Community to responsibly share information and request
assistance from the experts in the community whenever possible. Given that
we fly Seven AeroVee Engines on our own Sonex Factory Fleet, we feel we have
the best knowledge and experience to assist you if you encounter any issues.

A few comments on recent postings to both AeroVee and SonexTalk Groups:

In our opinion and experience, adding complexity and spending more money on
a competing carb makes no sense whatsoever. Spending time to learn and
understand the versatility and simplicity of the AeroInjector seems the more
logical route.

We respectfully disagree with anyone that would assert that the completion
of an AeroVee Assembly project or maintaining a completed AeroVee is beyond
the reach of the average homebuilder. In short, if you can build an
airframe, you can assemble and maintain an engine. The AeroVee and
AeroInjector manuals provide step-by-step detail to assist you and/or the
more experienced set of hands you wisely bring in to help you to accomplish
every task. A part of aircraft ownership in any form is learning and
understanding every part of that aircraft. No better way to build this
knowledge and experience than from the inside out. This brings the dream of
aircraft ownership within the financial reach of most anyone who chooses to
pursue it.

Sonex is always discouraged and disappointed to see those who easily could
have asked for help not ask for it..or even worse those who claimed to have
and never did it. We are here and easy to find...a simple phone call or
e-mail away. We want to get you flying as quickly and more importantly as
safely as possible! Safety requires a mix of diligence, common sense, the
right help, and perhaps most importantly the willingness to listen, learn,
and act on experienced recommendations.

Some of the most common issues we see coming in to our tech department are
related to the proper set-up of the electrical wiring, proper maintenance,
and running within factory Operating Limitations. The AeroVee Assembly and
Installation Manual is unquestionably the best source for troubleshooting
information on the engine and it¹s installation. The AeroVee manual may be
downloaded from our web site by anyone at any time to assist with these
common maintenance tasks. It's a great way for both current AeroVee
Builders and Pilots to get this information and prospective customers to get
a sneak peak at the high level of support we provide with our products.

The link to the Manuals Page of the Web Site is:
http://www.aeroconversions.com/support/manuals.html

We are pleased to see the tremendous growth in demand for all of our
products and promise to continue the highest level of support for each and
every one of you as you build and fly your own aircraft. There is no sense
of achievement quite like it!

As always, please feel free to contact any member of the Sonex Team at the
numbers or e-mail below with any questions or Comments.

Regards,
-Sonex Aircraft, LLC

I think the Aerocarb is just too simple for some peoples expectations. If you want a set and forget carb, its not for you. Go with the Bing.
I like the elegance of the simplicity. And I'm OK with making mixture adjustments in flight. I like the fact that I control EGTs precisely while I fly.
But I also fly out at 6800ft. I've had my Aerocarb set too lean when I flew to Kansas in the winter and DA went to 1000ft. I simply couldn't get it rich enough. My EGTs were at the top and one of my cylinders was actually getting fuel starved. This was at full rich mixture. I adjusted my needle more rich and it resolved that problem.

I learned to fly in C172s and C150s up here. We always had to adjust our mixture at run up and throughout the flight. I've heard those who fly near sea level never adjust, just leave it full rich. That's just foreign to us high altitude flyers I guess.

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Fastcapy wrote:Now i just read about a fatal Sonex crash in Florida. Apparently he had been talking to other builders about issues with his aerocarb the last couple of months and was getting no useful help from the factory.

I am really leary of this thing as it is, now this accident and other accidents seemed to be caused by the Aerocarb burp I think I will start saving for a Rotec...

While I certainly recommend and encourage you to build your airplane however you want, let's not jump to conclusions on that crash in Florida just yet. Unfortunately, we don't know what happened and probably won't for a while. Before start laying the blame on equipment failure, let's let the NTSB conduct their investigations and see what they say.

In the meantime, I'm going to happily keep flying behind my AeroVee and AeroInjector....assuming this crazy midwest weather ever gives me a chance!! :)