Section 2 - Installation
Because of the many differences between the TBI and the aircraft's original fuel
metering system, it is very important to carefully plan the routing of all linkages,
plumbing, and ducting components before beginning the permanent installation.
Like other diaphragm fuel metering systems such as the Bendix PS-5 carburetor and the
Bendix RSA-5 Fuel Injector, the TBI will experience momentary power loss when momentary
interruptions in fuel flow occur. This can result from the formation of vapor or the
ingestion of air from leaks in the fuel system.
Below is a list of potential vapor or air leak sources that should be considered during
the planning phase of any TBI installation.
- Boost pump, gascolator, fuel filter, and fuel valve should preferably be located outside
the engine compartment or mounted together and blast cooled.
- Boost pump should be located below the level of the fuel in the tanks.
- Engine driven fuel pump should be shrouded and blast cooled.
- Fuel lines in the engine compartment should be insulated by fire sleeve and protected
from radiant heat sources (exhaust pipes) by reflecting baffles.
- Minimize the number of fuel line fittings, especially 90 degree elbows, and limit the
length of the fuel line, especially in the engine compartment.
- Maintain constant upward slope of fuel line from the boost pump (i.e. avoid high points
or loops where air bubbles can accumulate).
- On aircraft with improperly baffled fuel tanks, the fuel tank pick-up can become
unported allowing air bubbles to enter the fuel line. In such cases, long slips and sharp
taxi turns before takeoff should be avoided while operating with low fuel tank levels.
- Avoid the use of auto fuel.
- Avoid fuel system complications which invite errors in fuel management.
- Loose fittings, deffective O rings, split flares, or improperly installed components
such as primer pumps and gascolator seals, can be a troublesome source of air leaks and
are usually difficult to identify.
In order for the ELLISON TBI to perform satisfactorily and dependably, the finished
installation must include the following features:
||Inlet air filter
||Induction air heat system
||Cockpit throttle stops, open and closed
||Cockpit mixture control stops, rich and lean
||Fuel filter, 70
micron or finer
||Fuel pressure requirements:
Models EFS-2, EFS-4-5, and
EFS-5 require 2 to 6 psi
Model EFS-3A requires 0.5 to 6 psi
Model EFS-10 requires 6 to 12 psi.
|The Bendix RSA-5 fuel injection system and PS-5 pressure carburetor use
fuel pumps with output pressures of 20 and 15 psi respectively. Such pressure may be
incompatible with standard TBI configurations.
||Induction system primer
||The aircraft fuel system, up to the point of connection to
the TBI, including lines, filters, pumps, valves, and fuel flow sensors, must demonstrate
the capability of flowing 150% of the rated power fuel requirements of the engine when
operating on the last gallon of fuel in the tank. This flow capacity must exist when the
aircraft is at the pitch attitude yielding minimum fuel head and with the fuel boost pump
||Fuel tank vents in all tanks
Because the ELLISON TBI uses a diaphragm in lieu of a float chamber, the unit may be
mounted in nearly any position. There are a few positions which should be avoided if
The TBI must be mounted in an orientation that places the metering tube in a horizontal
plane. If the metering tube is not in a horizontal plane, positive or negative
"G" forces acting on the diaphragm will alter fuel metering. Avoid orientations
in which the throttle slide moves fore and aft (parallel to the crankshaft), especially in
Lycoming engines. The best performance will be obtained when the throttle slide moves in a
On all TBI models the fuel inlet filter is a 150 mesh stainless steel finger screen
which is quite fragile and must be handled with care when removed. Great care should also
be exercised to avoid the introduction of contaminants when removing and replacing the
inlet screen or the plug on the opposite end of the filter chamber. Because the fuel inlet
screen is a "last chance" filter, the aircraft fuel system must include a
primary filter of 70 micron rating or finer.
2-4.1 EFS-3A, -4, -4-5, -5, -10
The body castings of these models incorporate a double ended fuel inlet chamber which
has a 9/16 - 18 female thread at each end. The fuel inlet filter may be installed in
either end of this chamber. The opposite end contains an AN-814-6D plug. The TBI fuel
inlet filter is compatible with standard 3/8 inch flared tube fittings found in most
aircraft fuel systems. Installation of the inlet fitting requires the application of 75 to
120 in-lbs of torque.
The fuel inlet filter incorporates a 7/16 - 20 male thread which is compatible with 1/4
inch flared tube fittings. Installation of the fuel inlet filter requires the application
of 40 to 65 in-lbs of torque.
|If contaminants are found inside the TBI inlet filter
screen, then a failure of the main airframe filter has occurred and must be corrected.
|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.
Optional fuel inlet filters incorporating a 90 degree elbow are available on special
During engine operation at less than full throttle, a substantial pressure difference
exists between the two ends of the throttle slide. This pressure gradient causes a strong
buoyancy force acting to close the throttle. This force is greatest at idle and diminishes
at increased throttle openings.
|In the event of any throttle linkage failure allowing
unrestrained throttle movement, the engine will immediately and without hesitation, return
Because of the higher throttle friction associated with the TBI, linkage installations
utilizing a pull cable in only one direction with spring return in the opposite direction
are not satisfactory.
Throttle Body Injector models EFS-3A, EFS-4, EFS-4-5, EFS-5 and EFS-10 may be
configured with their throttle control arms and fuel fittings located on either side of
the body as illustrated in Fig. 2-5.1. Because throttle position cannot be changed in the
field, customer preference for this option must be specified when ordering as either
throttle configuration A or B.
Fig. 2-5.1, View looking into the engine through the TBI inlet
Throttle linkage connection to the TBI throttle control arm must provide movement which
is parallel to the throttle control arm within plus or minus 5 degrees. This requirement
may be met using a bell crank arrangement such as the one illustrated in Figure 2-5.2 or a
push-pull cable or rod as illustrated in Figure 2-5.3. The throttle control arm is
supplied with a ball-swivel fitting containing a 10-32 female thread for connection to a
pushrod or Morse cable end.
Throttle linkages which utilize a push-pull cable may have the cable housing secured to
the TBI by an optional EFS cable clamp illustrated in figure 2-5.3. This optional cable
clamp is not available for the EFS-2 or EFS-3A.
Maximum throttle control arm extension
at full throttle for the various models is as follows:
Additional allowance must be made for engine movement on mounts to assure no
interference with other parts of the engine or airframe components.
Following installation and hook up of the throttle linkage to the TBI throttle control
arm, the cockpit mounted "open throttle" stop must be adjusted so that the
cockpit throttle control contacts the stop concurrent with, or prior to, the slide
reaching its full open position. This stop is required to prevent excessive pilot force
being applied to the throttle control arm.
Adjustment of the "throttle closed" stop will be described in Section 3-4 of this manual.
The mixture control arm on the EFS-2 is a simple aluminum lever that can be positioned
at any angle about the metering tube axis (Fig 2-6.1). Full travel of the mixture control
requires that the arm be able to swing through 90 degrees of arc in going from full rich
to full lean. The full rich mixture position occurs when the metering holes in the
metering tube are oriented perpendicular to the airflow, and full lean occurs when the
metering holes look directly into the the airflow. To avoid excessive overhang moments the
control element connected to the mixture arm must be a lightweight bowden wire or the
equivalent. Following the final full rich mixture adjustment procedure specified in Section 3-3 of this manual, the arm will be secured in place
with a roll pin and lock wire.
EFS-3A, -4, -4-5, -5, -10:
The mixture control arm assembly located on the protruding end of the metering tube is
permanently pinned in place limiting the tube rotation to a 90 degree angle. The mixture
control is in the full rich position when the "R" arm contacts the stop pin
(holes in the metering tube oriented perpendicular to the airflow). Full lean occurs when
the opposite arm ("L") contacts the pin (metering holes looking directly into
the the airflow). For installation flexibility, the outer portion of the control arm may
be oriented at any angle for compatibility with the mixture control linkage.
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. FOR THESE REASONS, ALL TBI INSTALLATIONS MUST INCLUDE AN INDUCTION HEATING SYSTEM capable of
providing an inlet air temperature rise of 90 degrees F. Follow engine or airframe
manufacturer's recommendations for use of induction heat.
Air temperatures in the engine compartment downstream of the cylinders are usually
about the same as the engine's oil temperature. Fuel system components such as filters,
gascolators, boost pumps etc, when located in this high temperature environment can easily
heat the fuel to its boiling temperature. While float carburetors separate vapor and
discharge it through the float bowl vent, the TBI, like other diaphragm controlled fuel
metering devices, pass this vapor on to the engine, resulting in roughness, power loss or
Vapor problems can be avoided by:
- Locating filters, gascolators and boost pumps outside of the engine compartment,
- Insulating engine compartment fuel line with fire sleeve
- Blast cooling the engine driven fuel pump. If it is not possible to mount these
components remotely, then they should be enclosed together in a box or shroud and blast
Fuel metering in the Ellison Throttle Body Injector is accomplished by sensing both the
direction and velocity of air flowing past the metering tube. This means that engine
performance can be adversely affected if air entering the Throttle Body Injector is
extremely turbulent or is delivered from only one side of the inlet bell mouth.
In general, the efficiency of the induction air inlet
can be judged by engine smoothness at full throttle and the extent to which the engine can
be leaned at cruise power. An inlet with good flow characteristics will allow an engine
equipped with a fixed pitch propeller to run smoothly with the mixture leaned 200 RPM
below peak power when operating at or below 75% power. An engine equipped with a constant
speed propeller should demonstrate smooth operation when leaned to peak exhaust gas
temperature while operating at or below 75% power.
Severe engine damage can result from
operation above 75% power with an excessively lean mixture. At a pressure altitude of 7000
feet, the engine produces only about 75% power at full throttle and can tolerate leaner
mixtures. Consult the engine manufacturer's operating manual for proper leaning procedures
for fuel injected engines.
Engines operating with poorly designed air inlets may demonstrate engine roughness at
wide open throttle, inability to tolerate lean mixtures, and substantial variation in
cylinder to cylinder head temperature or exhaust gas temperature.
2.9.1 Good Inlet Configurations
Fig. 6-1 through Fig. 6-3 of Appendix D, illustrate good
inlet configurations. These promote good cylinder to cylinder fuel distribution because
air enters the Throttle Body Injector inlet uniformly from 360 degrees around the inlet
2.9.2 Inlet Configurations to be Avoided
Inlet configurations such as shown in Fig. 6-4 and 6-5 of
Appendix D, require intake air to undergo a sharp 90 degree bend while entering the
Throttle Body Injector, causing some of the metered fuel to be deflected against the
throat wall. Full throttle operation will be rough due to poor fuel distribution, and the
engine will have little tolerance for operation on lean mixtures at cruise power settings.
Some configurations which do allow 360 degree air delivery like the one shown in Fig. 6-6 of Appendix D, may experience problems at full
throttle due to the short vertical distance between the Throttle Body injector and the
opposite air filter flange. This configuration promotes the formation of a standing vortex
in the inlet bell mouth, reducing the airflow capacity of the Throttle Body Injector with
resulting full throttle roughness and loss of power.
2.9.3 Improving The Performance of 90 Degree Inlets
The performance of engines with bending inlet flowpaths can be improved by increasing
the bend radius or by providing a straight section of duct between the Throttle Body
Injector and the bend. Alternatively, a 90 degree change in airflow direction can be
accommodated by feeding the Throttle Body Injector from a relatively large volume plenum
chamber as shown in Fig. 6-7 of Appendix D. Dimensions shown
in this illustration should be considered minimum. Increasing any of the dimensions will
result in improved fuel distribution.
If a Throttle Body Injector is to be installed utilizing intake ducting from an earlier
carburetor installation, ground tests should be conducted to determine whether any
performance deficiencies exist. If any adverse symptoms are noted, the information
contained herein should be used as the basis for designing a new inlet configuration.
Following engine shutdown, approximately half of the fuel trapped in the regulator
(about one teaspoon) will drain out through the metering tube and out the intake flange.
Provision must be made in the engine compartment to allow this fuel to exit the cowling
without creating a fire hazard.
If the TBI will be used to replace a fuel injection system, all injector nozzles must
be removed and replaced with plugs using a high temperature anti-seize thread lubricant.
Consult Section 2-2 of this manual regarding TBI compatibility with fuel
injection system pumps.
To Section 3