And some more.

Kindly clarify if the Carb on Original can also be fit and work with your altered setup ?...

Just fyi people, I've seen others make air inlets/outlets? in the bottom of their fuse complete with foam filter material

I just wonder if an opening around the carb and inside of a cowling would pressurize the fuselage?. I'm guessing probly not if the bottom of cowl is open enough

I also wonder if power is affected with the carb in this different configuration.. not that the motor couldn't spare any

I saw an airplane explode into flames once with the carb in the fuse........





...... just kidding

Yes you can use the same carb, just moves from one place to the other with a rear induction reed set up.
also the newer backplate will have the carb bolted on straight like the 50&55 are. Also It will utilize the internal pulse port not the external as shown in the pics. It will still allow for the carb to be turned 180 if needed.

In the DLE-30 thread Jody gave the RPM numbers with the rear carb set up. steady idle down to 1450, and a top RPM of 7200 on a new cylinder,piston and ring using a 19x8 laminated prop. That alone is great but with some run time it should even improve.

The original cases are done on a CNC and the deck height is the same on all of these engines so a complete case is not needed for the change over.

As far as presserizing the fuse, Who knows, alot depends on the type of aircraft, round cowls planes seems to be the worst.
I make it a standard practice to use a line from the pump plate to a pill bottle on all of my gassers just in case.
Hope that helps.

The area behind the engine is one of severe turbulance as far as ariflow is concerned. What little additional air entering the fuselage would not have any impact on pressurization in that area. The turbulance is one of the reasons so many people have issues with hot engines. They recognize the need for inlet cooling air but fail to understand the need to direct the incoming to an out going. They end up with a mini tornado roiling around behind the engine, retaining most of the heat they were trying to expel. You can have all the exit area you want, but unless you have provided a means for that expanded air to "know" where it has to go you wasted most of your efforts.

As for any additional air that manages to enter the fuselage, as long as wings and canopy hatches do not pressure seal, and there are pushrod exits, there's not way to pressurize the fuselage.

The carburetor on the engine in the pictures is the original Tillotson that came with the DLE30, it just has a Walbro pump cover on it with the external pulse fitting.

Anytime I mount an engine with the carb through the firewall I always make provisions for ventilation at the rear of the fuselage. Where you get pressurization problems is when manufacturers cut lightening holes in the front fuselage bulkhead around the engine box, people that don't tape over those holes or don't provide an exit for air at the rear of the fuselage are rolling the dice every time they fly, IMO.

Ever look on the Tillotson website and search for one of those ? No way....It's a Walbro clone that says Tillotson on it...Try it...Tillotson.ie
No problem, the WAT Walbro carb kits fit.....
All the DLE30s I bought had the same carb..Maybe they sell the REAL dealers something else...

Yep, I have, Iwonder what wemight be ablefind on their site if it had been updated since 2005. All the literature and listings are at least 4 years old.

They all have the same Tillotson carb, made in the Tillotson plant in Kerry, Ireland.

Well i been trying to find a throttle shaft for the Tillotson HU134A an no way, stole 1 from a walbro an it fits fine

Has anyone called or emailed the Tillotson plant in Kerry to find out for sure??? Going by 4 year listings sounds kinda strange....... Capt,n

Looks like a great fix for several issues including motor mounting cyberwolf!!! Glad to see someone give DLE30
owners a decent mod thank you!

Also have you been able to pick up the interest needed to start on customer orders yet? And if so when can we
expect approx time frame that we could have this mod. arrive on the brown truck at the front door?

Thanks Again!

For them that didn't know there appears to be enough of a demand for these items to warrant making a trial run of them to see how things go.
Material arrived here yesterday, and is being sawed up as I type this, as far as a time frame I would just as soon not get pinned down to a specific date, due to unforseen problems that may happen in the process of making the parts.
There is also regular customers I have to take care of too. But a guess would be a couple of weeks to complete the units maybe less. Also don't be looking for a brown truck unless your mailman drives one *L*

I want to hit on this subject also, there may be some that won't or can't do there own engine work. For those folks I would suggest sending the engine in to have the conversion done. Since Jody at Valley View is very familar with this set up, hence he would be the man I would contact if help is needed in that area.

Richard you hit on a good point there for those who don't have the experience or tools. It is not like pulling the crank, but still... I have heard of and seen some folks do some silly stuff.

Cyberwolf,

I was not aware until now that you had enough demand for a mfg run on the conversions. I hope I will be one of the lucky ones to get one.

Again thanks for your engineering skills and talent.

I understand that you have other responsibilities also, so take the time you need.

MR G

hey jody...one question, most of the 50cc doesnt go thru the firewall, somethimes the carb are really close but not goes thru. Making thhe ventilation on the rear of the fuselage helps anyway?.

Hey Cyberwolf we appreciate you helping with your skills! Does this conversion come with standoffs for mounting
the rear carb conversion?

I would think not. Standoffs are an off the shelf item a person can buy anywhere. IMHO it would just increase the price and effort he would have to put into it. Depending on the plane eveyone would need a different length anyways.

No, only if the carburetoris through the firewall and then only if the it has a tight fuselage I should have clarified, sorry.

If one has a saw and a drill they have the abilty to make their own standoffs. Since standoffs vary in length between aircraft types and individual desires for spinner backplate spacing, there would be no possible way to make a one size fits all standoff. Even if there was, providing them with a new engine backplate would only drive up the cost of the backplate.

Yes that is the other side of it. Just get some doweling or square hardwood stock and cut your own. It works great.

Exactly what I was thinking. Buy a new engine and then have to turn around and drop another $125 to fix it so it will run? I don't think so.

I don't believe there's much debate about DLE needing to correct a few things before they enjoy many more sales of the 30cc engine. But as Jody noted somewhere, the likelyhood of DLE providing current 30 owners a retrofit part is slim indeed. What the "Cyberplate" (new part name) does is take care of current engine owners that would like to keep using their engines in the most reliable manner possible.

You have not been paying attention. You don't NEED the "Cyberplate" to be successful with the engine.

"Cyberplate", very nice, I like that!

Thought you might Now copyright the thing before it's too late.