Okay, at the risk of revealing my ignorance through dumb questions,
   here
   goes:

     1) The Tillitson manual says the carb has its own integral fuel
   pump.  It
   seems very unlikely that a pump this size that is driven through
   "pulsations
   of the engine" (i.e. not driven mechanically with a hard link) could
   actually deliver sufficient fuel for WOT operation.  What does this
   pump do
   (starting?  acceleration pump?).

     2) The manual says "Atmospheric pressure on the vented side pushes the
   diaphragm toward the inlet control lever, opening the inlet needle
   to allow
   fuel to enter the metering chamber . . . "  Will this function work when
   ambient static air pressure is significantly reduced (at altitude)?

     3) Dual carbs:  Just so I understand, what are the
   advantages/disadvantages of a dedicated carb per P-port vs both carbs
   mounted on a common rail.  The independent carb set up would have the
   preferable failure mode (one carb failed would still allow one rotor
   to run
   well and get you safely down.)  Are there ANY advantages to going
   with a
   common rail instead?

   Again, sorry for the basic questions.

   Mark Waldron

   They are very good questions.

   (1) Tillotson makes two types. I will copy the one without the built
   in pump and use an external ordinary low pressure fuel pump.
   A low pressure regulator can also be used to ease the load
   on the Tillotson.

   (2) It will if we manually reduce the spring pressure by moving the
   spring
   seat away from the diaphragm.

   (3) Well you have a very good point there. Two carbs would allow the
   engine
   to run on one rotor. The rotary runs real rough on one rotor as most
   people
   report but it could extend your glide. However there are a zillion
   aircraft
   engines out there with only one carb. Carbs I think tend to be very
   reliable.

   Paul Lamar ...No rotor no motor.


If you have two carbs do they have to be on separate rotors?
-Jeff Martin



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