Stromberg PS Carburetor Operation and Components

The Stromberg PS carburetor is a pressure-type fuel metering device used on reciprocating aircraft engines. It meters fuel according to engine airflow and uses pressure differentials within its regulating system to maintain the correct air-fuel mixture throughout the operating range.

The PS series carburetor is a low-pressure, single-barrel, injection-type carburetor. The carburetor consists basically of the air section, the fuel section, and the discharge nozzle mounted together to form a complete fuel metering system. This carburetor is similar to the pressure-injection carburetor; therefore, its operating principles are the same.

In this type carburetor, metering is accomplished on a mass airflow basis. [Figure 1]

Figure 1. Schematic of the PS series carburetor

Air flowing through the main venturi creates suction at the throat of the venturi, which is transmitted to the B chamber in the main regulating part of the carburetor and to the vent side of the fuel discharge nozzle diaphragm. The incoming air pressure is transmitted to a chamber A of the regulating part of the carburetor and to the main discharge bleed in the main fuel discharge jet. The discharge nozzle consists of a spring-loaded diaphragm connected to a discharge nozzle valve that controls the flow of fuel injected into the main discharge jet. Here, it is mixed with air to accomplish distribution and atomization into the airstream entering the engine.

In the PS series carburetor, as in the pressure-injection carburetor, the regulator spring has a fixed tension, which tends to hold the poppet valve open during idling speeds or until the D chamber pressure equals approximately 4 psi. The discharge nozzle spring has a variable adjustment which, when tailored to maintain 4 psi, results in a balanced pressure condition of 4 psi in chamber C of the discharge nozzle assembly and 4 psi in chamber D. This produces a zero drop across the main jets at zero fuel flow.

At a given airflow, if the suction created by the venturi is equivalent to 1⁄4 pound, the pressure decrease is transmitted to chamber B and to the vent side of the discharge nozzle. Since the area of the air diaphragm between chambers A and B is twice as great as that between chambers B and D, the 1⁄4 pound decrease in pressure in chamber B moves the diaphragm assembly to the right to open the poppet valve. Meanwhile, the decreased pressure on the vent side of the discharge nozzle assembly causes a lowering of the total pressure from 4 pounds to 3 3⁄4 pounds. The greater pressure of the metered fuel (4 1⁄4 pounds) results in a differential across the metering head of 1⁄4 pound (for the 1⁄4 pound pressure differential created by the venturi).

The same ratio of pressure drop across the jet to venturi suction applies throughout the range. Any increase or decrease in fuel inlet pressure tends to upset the balance among the various chambers in the manner already described. When this occurs, the main fuel regulator diaphragm assembly repositions to restore the balance.

The mixture control, whether operated manually or automatically, compensates for enrichment at altitude by bleeding impact air pressure into chamber B, thereby increasing the pressure (decreasing the suction) in chamber B. Increasing the pressure in chamber B tends to move the diaphragm and poppet valve more toward the closed position, restricting fuel flow to correspond proportionately to the decrease in air density at altitude.

The idle valve and economizer jet can be combined in one assembly. The unit is controlled manually by the movement of the valve assembly. At low airflow positions, the tapered section of the valve becomes the predominant jet in the system, controlling the fuel flow for the idle range. As the valve moves to the cruise position, a straight section on the valve establishes a fixed orifice effect which controls the cruise mixture. When the valve is pulled full-open by the throttle valve, the jet is pulled completely out of the seat, and the seat side becomes the controlling jet. This jet is calibrated for takeoff power mixtures.

An airflow-controlled power enrichment valve can also be used with this carburetor. It consists of a spring-loaded, diaphragm-operated metering valve. Refer to Figure 2 for a schematic view of an airflow power enrichment valve.

Figure 2. Airflow power enrichment valve

One side of the diaphragm is exposed to unmetered fuel pressure and the other side to venturi suction plus spring tension. When the pressure differential across the diaphragm establishes a force strong enough to compress the spring, the valve opens and supplies an additional amount of fuel to the metered fuel circuit in addition to the fuel supplied by the main metering jet.

Accelerating Pump

The accelerating pump of the Stromberg PS carburetor is a spring-loaded diaphragm assembly located in the metered fuel channel with the opposite side of the diaphragm vented to the engine side of the throttle valve. With this arrangement, opening the throttle results in a rapid decrease in suction. This decrease in suction permits the spring to extend and move the accelerating pump diaphragm. The diaphragm and spring action displace the fuel in the accelerating pump and force it out the discharge nozzle.

Vapor is eliminated from the top of the main fuel chamber D through a bleed hole, then through a vent line back to the main fuel tank in the aircraft.

Manual Mixture Control

A manual mixture control provides a means of correcting for enrichment at altitude. It consists of a needle valve and seat that form an adjustable bleed between chamber A and chamber B. The valve can be adjusted to bleed off the venturi suction to maintain the correct air-fuel ratio as the aircraft gains altitude.

When the mixture control lever is moved to the idle cutoff position, a cam on the linkage actuates a rocker arm which moves the idle cutoff plunger inward against the release lever in chamber A. The lever compresses the regulator diaphragm spring to relieve all tension on the diaphragm between chambers A and B. This permits fuel pressure plus poppet valve spring force to close the poppet valve, stopping the fuel flow. Placing the mixture control lever in idle cutoff also positions the mixture control needle valve off its seat and allows metering suction within the carburetor to bleed off.

Quick Review: Stromberg PS Carburetors

How does the regulator section of the Stromberg PS carburetor establish a balanced pressure state at zero fuel flow?

The carburetor features an internal regulator spring with fixed tension that holds the fuel poppet valve open during idle or until Chamber D (unmetered fuel) reaches approximately 4 psi. Simultaneously, a variable adjustment spring on the discharge nozzle assembly is tailored to maintain exactly 4 psi in Chamber C (metered fuel). This equalized 4 psi state across both fuel chambers produces a perfectly balanced zero pressure drop across the main jets when there is zero fuel flow.

Why does a pressure drop in Chamber B cause the main poppet valve to open further?

When air passes through the main venturi, the resulting suction is directly vented into Chamber B. Because the structural surface area of the air diaphragm separating Chambers A and B is twice as large as the fuel diaphragm separating Chambers B and D, a pressure drop in Chamber B exerts a powerful mechanical advantage. This force shifts the entire diaphragm assembly to the right, opening the main poppet valve to allow more unmetered fuel into the system.

How do the manual and automatic mixture control systems prevent high-altitude over-enrichment?

As an aircraft climbs into less dense air, the mixture naturally tends to run rich. The Stromberg PS mixture control corrects for this by opening an adjustable bleed path that routes high-pressure impact air from Chamber A into Chamber B. This action increases the absolute pressure (decreases the venturi suction) in Chamber B, which forces the main regulating diaphragm to shift left toward the closed position, restricting fuel flow to match the reduced air density.

What mechanical sequence triggers fuel discharge from the accelerating pump during rapid throttle advance?

The accelerating pump features a spring-loaded diaphragm with one side exposed to metered fuel and the opposite side vented to engine manifold suction downstream of the throttle valve. When the pilot throws the throttle open, manifold suction drops instantly. This rapid decrease in suction allows the internal pump spring to expand forcefully against the diaphragm, mechanically displacing a localized reservoir of fuel and spraying it out the discharge nozzle to prevent engine hesitation.

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