I don't know what to call it, but my single rotor is running on something the supplier is calling fuel injection. In reality it is a somewhat advanced Ellison carburetor. It operates without electricity, has full mixture control and a primer, which can be used for over riding vapor lock in the fuel lines. So far, I have around 50hrs run time on the ground on two different engines including 1hr in the air. It may be supplied from a fuel pump or gravity feed. The engine never have staring problems. The air time was 3 flights, with the third one ending in a dead stick landing because of engine overheating.

The 12A based single rotor flows around 10 GPH of gas at 6300RPM WOT.

I have not seen a carburetor, during the single rotor development, performing comparably.

Hope to be in the air again soon.

FWIW

Richard Sohn

Hi Guys,

Something that might be of interest is that the ORIGINAL Powersport engines were setup with Airflow performance fuel injection. It required a fuel pump (which could be mechanically driven) but used a electric fuel pump. Works very well. Not quite as accurate as the modern electronic injection, but can be run without a battery.

Bill Jepson

On Mon, Apr 3, 2017 at 7:45 AM, Jeff Whaley <flyrotary@lancaironline.net> wrote:

Battery, alternator, recoil system – ultimately there is something spinning to create electricity to drive an electrically-dependent fuel injection system.  Personally, with a high-wing aircraft, I’d like to see a purely mechanical fuel injection system fed with gravity fuel flow – do away with the redundant (electric) fuel pumps, 4 (electric) injectors.  What we have is great as long as it all has a supply of electricity; having said that I would not be without a battery in the present environment.

Jeff

 

From: Charlie England <flyrotary@lancaironline.net> Subject: Batteryless fuel injection?? Date: Mon, 3 Apr 2017 08:10:26 -0500 To: Rotary motors in aircraft <flyrotary@lancaironline.net>

Just saw this on a 'small 4stroke engine' (aviation) group:   quote: Hi, the info from B&S for the EFI system is a bit sketchy at the moment. It is an open-loop system from Kokusan and completely different to the Delphi EFI on the 810 and the big block engines:   Vanguard has also developed a horizontal shaft small-block (627 cc) engine, with an initial application in fire and rescue equipment. Offered in a 23 gross hp rating, the engine incorporates an open-loop EFI system developed by Japan’s Kokusan Denki Co. Ltd. and has the ability to be operated with either an electric starting system using a battery or a recoil starting system. “This one is a bit unique,” Leech said. “It’s completely different than the Delphi system we use on the other engines in that it can work with a battery or without. Kokusan developed a technology that Delphi did not have.” Batteryless EFI itself is not new, as it has been a staple on small two- and four-stroke engines used on such things as off-road motorcycles and snowmobiles. The Kokusan system uses energy generated by the pull of the recoil starter to power the engine control unit (ECU), fuel pump and injectors — in that order — to start the engine. The Vanguard small-block engine with recoil start has been specified by a global manufacturer of fire equipment for a portable generator set used in fire and rescue applications   I bet that will create quite some interest in the flying  apparatus circles. If the EFI is using a MAP sensor or mass flow meter, the EFI would be fully altitude-compensating to 3,000+ meters (10,000'). Unfortunately, I haven't been able to source a parts manual yet to check what components are used in the EFI system. :unquote   These are V-twins. Might be interesting to see if there's a way to alter the 90* timing to the rotary's 180 & deliver enough fuel for a rotary using this system & larger injectors...   Google search for the FI mfgr: https://www.google.com/search?q=Kokusan&oq=Kokusan&aqs=chrome..69i57&sourceid=chrome&ie=UTF-8#q=Kokusan+fuel+injection&*   Charlie

 

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