Tricky choke location

How about dispensing with the butterfly choke, just leaving it open, and install some sort of external pad working the old fashioned way, just like putting your finger over the carb? As the tanks is so close it could be mounted on the tank with a vertical pusher to operate it against a spring which would keep it normally open. The top of the pusher could reside flush with the fuselage when the choke is open and be depressed with a suitable plunger against the spring to hold the "choke" closed while starting the motor.

Not giving up yet JRI
Could you cut a small slot in the bulkhead to allow fitting one of these ball links to the choke lever, Then fit this quick release ball connector with tweezers if required. Its a Sullivan product .

I have previously reduced the height and or changed the actuation angle using a slotted bracket mounted under the choke arm as in pic 4953

Thank you all for your worthwhile suggestions. I have solved the conundrum by removing the choke shaft and grinding a new ball-bearing detente and groove in it - enabling me to put the shaft in from the other end of the carb so that the choke lever is now in the same plane and close to the throttle lever. It can now be operated by a push-rod from a servo mounted in a normal location in the fus'.
That was about 10 hours of thinking and experimentation just to solve such an apparently simple problem. I have probably now timed-out for getting the model ready to fly on scale weekend but I enjoyed the challenge.

JRI wrote: That was about 10 hours of thinking and experimentation just to solve such an apparently simple problem. I have probably now timed-out for getting the model ready to fly on scale weekend but I enjoyed the challenge.

Not necessarily John, you got 6 evenings left.

Finally, carby controls in place and operational - lots of fiddling to screw in servos etc. Picture shows how far down in the fus' I was operating.

Great stuff John, can't wait to see her next weekend

Hi John

Glad you sorted it.

On a different subject, so you think you will have enough cooling to the manifold and exhaust? The manifold is very close to the bulkhead where it comes through and you seem to have only a small hole on the other side to get some air in the rear section of the fus.

Might be that it isn't clear from the photos.

JonTappin wrote: Hi John

Glad you sorted it.


On a different subject, so you think you will have enough cooling to the manifold and exhaust? The manifold is very close to the bulkhead where it comes through and you seem to have only a small hole on the other side to get some air in the rear section of the fus.

.

Also wondering about the fuel tank proximity to the exhaust manifold - or have you planned to employ some form of heat shield from your jet spares box ?
Might be that it isn't clear from the photos

Glad you sorted it.

On a different subject, so you think you will have enough cooling to the manifold and exhaust? The manifold is very close to the bulkhead where it comes through and you seem to have only a small hole on the other side to get some air in the rear section of the fus.

Might be that it isn't clear from the photos.[/quote]
I will take additional advice from you guys on the subject of airflow - the following pic's explain my cunning plan...
The frontal aspect shows the two air intakes which i am relying on to receive forced air from prop-wash to provide flow..

The next picture shows vents which I have put into the wing to scavenge air from the inside of the fus' to the scoop below...

The scoop has a backward facing exit which I hoping will 'suck' air through the fus due to the low pressure caused by passing airflow...

Am I being a bit optimistic with this 'scientific' expectation that air will flow through the fus and keep the internal tuned pipe cool?

The vents are through holes in the wing from the fus interior to the scoop, The big holes are for the retracts!