Return-Path: Received: from [24.25.9.103] (HELO ms-smtp-04-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 4.2) with ESMTP id 360404 for flyrotary@lancaironline.net; Tue, 10 Aug 2004 19:36:11 -0400 Received-SPF: none receiver=logan.com; client-ip=24.25.9.103; envelope-from=eanderson@carolina.rr.com Received: from EDWARD (cpe-069-132-183-211.carolina.rr.com [69.132.183.211]) by ms-smtp-04-eri0.southeast.rr.com (8.12.10/8.12.7) with SMTP id i7ANZ8SH009702 for ; Tue, 10 Aug 2004 19:35:10 -0400 (EDT) Message-ID: <001001c47f32$b10629c0$2402a8c0@EDWARD> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Fuel meter orders..was Better hurry Ed Long! Date: Tue, 10 Aug 2004 19:35:16 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000D_01C47F11.29BD9B40" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1409 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1409 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_000D_01C47F11.29BD9B40 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable MessageHi Tommy, Thanks for the order {:>), but A bit premature for that information, = although, I am working hard at it. I first have to find a suitable LCD = the right size that can be seen inside a brightly lit cockpit with sun = light on it or at night. However, my intention is to make the system = affordable. I mean not all of us can afford to have a couple of the = latest gear boxes, a monster prop, Tig welders, Ultralights, RVs, = turbo, etc, like some folks {:>). This system is designed to work with the rotary engine but should work = with any electronic fuel injection system that uses the batch fire = method (all injectors fire once per rev) which 99 % of the engines do. = It requires no transducers, no connections to the fuel lines and does = not care whether you have a fuel return or returnless system. It can be = more accurate than any system using a fuel flow transducer. . I also need to design and construct the board, but that will be a piece = of cake compared to the board I designed and built for the Analog = version I now fly with. I would like to have a completed unit to take = to Tracy's October flyin, but with getting my gear box, prop and plane = back together and checked out just so I can make the flyin , I'll be = pushing to get it completed. But depending I could show up with just a = development board system to demonstrate. Also I have to slap myself on the wrist to stop making "improvements" = with software {:>). The last one is to preclude a pilot from = "accidentally loading" more fuel into the chip than the aircraft can = carry. For instance an Rv-6 holds approx 37.5 gallons (although Van = advertises 36). I have the input feature set so that you simply can not = add more than 37 gallons. (I can easily change it and may make it a user = selectable feature - you input the type aircraft and it will = automatically know the fuel capacity - If I do that - I would probably = have a "Custom" feature for those who add additional fuel capacity. = But, once set then it be set for that aircraft. Not impossible to change = but not easy either. =20 In fact, if the system data shows 12 gallons remaining from the last = flight and you try to load 36.9 gallons it will refuse to accept that = figure because it "knows" you will actually have attempted to create a = fuel total of 48.9 gallons which in not allowable. It will show a screen = with the error and send you back the fuel entry screens. So you either have to reduce the fuel remaining (a conscious act and = not a slip of the finger on the input button) or the fuel loaded = amount.. =20 I have a low level fuel alarm quantity that I have not yet decided = whether to make user adjustable or simple set it at the equivalent of 30 = minutes of fuel to dry tanks. I am inclined to let the user set this = for themselves. I also have a fuel notification quantity - that could be used to provide = an warning of when to switch fuel tanks. I had considered making it so = that you could actually add the fuel to either a right or left tank - = but since the system would have no way of knowing when the pilot = switched tanks (only if the pilot would indicate when) - I decided to = ditch that feature. While subject to change these are the screens that I have operational = right now. Set Up Screens Select=20 1. Adjust Fuel Remaining 2. Add fuel=20 3. Adjust Fuel Alarm quantities 4. Calibration (Automatic self calibration - you just enter the fuel = quantity) Permits user to change those quantities of fuel and Automatically checks = for allowable fuel loads Automatically stores fuel remaining in EEPROM upon shut down. Operational Screens are:=20 1. Fuel FLow , Fuel Used 2. Fuel Remaining, Timing Remaining (at current flow rate) 3.Engine RPM and Power 4. Air/Fuel Ratio Indication 5. Ops panel (which I expect most folks would have on screen most of the = time when flying). =20 with Fuel Flow , RPM and Air/Fuel Ratio=20 I still need to figure a scheme that permits its to "Know" when the = injectors are "staged" or not although so little time is spent at idle = with an aircraft engine and so little fuel consumed at idle settings = this is only causes a minor error - but, one which I would like to = eliminate. It would then also maintain its accuracy if you shut down one pair of = the injectors. This isn't a hard to do feature, just one on the back = burner while I figured out the "must-have" features. I do have the empty instrument cases on hand - so it hopefully will not = be too long. Ed =20 Ed Anderson RV-6A N494BW Rotary Powered Matthews, NC ----- Original Message -----=20 From: Tommy James=20 To: Rotary motors in aircraft=20 Sent: Tuesday, August 10, 2004 5:29 PM Subject: [FlyRotary] Fuel meter orders..was Better hurry Ed Hi Ed, I'd like to order one of the new 2 1/4" fuel meters. Can you = advise availability and price? Regards! Tommy<>< Cleaning up my software for the EFI fuel monitor, finished the = self-calibration routine and now need to find an LCD small enough to fit = in a 2 1/4" instrument case and still readable from across the cockpit. Ed Ed Anderson RV-6A N494BW Rotary Powered Matthews, NC ------=_NextPart_000_000D_01C47F11.29BD9B40 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message
Hi Tommy,
 
   Thanks for the order = {:>), but=20  A bit premature for that information, although, I am working hard = at=20 it.  I first have to find a suitable LCD the right size that can be = seen=20 inside a brightly lit cockpit with sun light on it or at night.  = However,=20 my intention is to make the system affordable. I mean not all of us = can=20 afford to have a couple of  the latest gear boxes, a monster = prop,=20  Tig welders, Ultralights, RVs, turbo, etc, like some folks=20 {:>).
 
This system is designed to work with = the rotary=20 engine but should work with any electronic fuel injection system that = uses the=20 batch fire method (all injectors fire once per rev) which 99 % of the = engines=20 do.  It requires no transducers, no connections to the fuel lines = and does=20 not care whether you have a fuel return or returnless system.  = It can=20 be more accurate than any system using a fuel=20 flow transducer.
.
I also need to design and construct the = board, but=20 that will be a piece of cake compared to the board I designed and built = for the=20 Analog version I now fly with.   I would like to have a=20 completed unit to take to Tracy's October flyin, but with getting = my gear=20 box, prop and plane back together and checked out just so I can make the = flyin ,=20 I'll be pushing to get it completed. But depending  I could show up = with=20 just a development board system to demonstrate.
 
Also I have to slap myself on the wrist = to stop=20 making "improvements" with software {:>).  The last one is = to=20 preclude a pilot from "accidentally loading" more fuel into the chip = than the=20 aircraft can carry.  For instance an Rv-6 holds approx 37.5 gallons = (although Van advertises 36).  I have the input feature set so = that=20 you simply can not add more than 37 gallons. (I can easily change it and = may=20 make it a user selectable feature - you input the type aircraft and it = will=20 automatically know the fuel capacity - If I do that -  I = would=20 probably have a "Custom" feature for those who add additional fuel=20 capacity.  But, once set then it be set for that aircraft. Not = impossible to change but not easy either.   
 
  In fact, if the system data = shows 12=20 gallons remaining from the last flight and you try to load 36.9 = gallons it=20 will refuse to accept that figure because it "knows" = you will actually=20 have attempted to create a fuel total of 48.9 gallons which in not=20 allowable. It will show a screen with the error and send you back = the fuel=20 entry screens.
 
  So you either have to reduce the = fuel=20 remaining (a conscious act and not a slip of the finger on the = input=20 button) or the fuel loaded amount..  
 
I have a low level fuel alarm quantity = that I have=20 not yet decided whether to make user adjustable or simple set it at the=20 equivalent of 30 minutes of fuel to dry tanks.  I am inclined to = let the=20 user set this for themselves.
 
I also have a fuel notification = quantity - that=20 could be used to provide an warning of when to switch fuel = tanks.  I=20 had considered making it so that you could actually add the fuel to = either a=20 right or left tank - but since the system would have no way of knowing = when the=20 pilot switched tanks (only if the pilot would indicate when) - I = decided to=20 ditch that feature.
 
While subject to change these are the = screens that=20 I have operational right now.
 
Set Up Screens
 
Select
 
1. Adjust Fuel = Remaining
2. Add fuel
3. Adjust Fuel Alarm = quantities
4. Calibration (Automatic self = calibration - you=20 just enter the fuel quantity)
 
Permits user to change those quantities = of fuel and=20 Automatically checks for allowable fuel loads
Automatically stores fuel remaining in = EEPROM upon=20 shut down.
 
 
Operational Screens are:
1. Fuel FLow , Fuel Used
2. Fuel Remaining, Timing Remaining (at = current=20 flow rate)
3.Engine RPM and Power
4. Air/Fuel Ratio = Indication
5. Ops panel (which I expect most folks = would have=20 on screen most of the time when flying). 
 
  with   Fuel Flow = , RPM and=20 Air/Fuel Ratio
 
I still need to figure a scheme that=20 permits its to "Know" when the injectors are "staged" or = not=20 although so little time is spent at idle with an aircraft engine = and so=20 little fuel consumed at idle settings this is only causes a minor error = - but,=20 one which I would like to eliminate.
It would then also maintain its = accuracy if you=20 shut down one pair of the injectors.  This isn't a hard to do = feature,=20 just one on the back burner while I figured out = the "must-have"=20 features.
 
I do have the empty instrument cases on = hand - so=20 it hopefully will not be too long.
 
Ed
 
Ed Anderson
RV-6A N494BW Rotary Powered
Matthews, NC
----- Original Message -----
From:=20 Tommy=20 James
Sent: Tuesday, August 10, 2004 = 5:29=20 PM
Subject: [FlyRotary] Fuel meter = orders..was Better hurry Ed

Hi Ed, = I=92d like to=20 order one of the new 2 1/4=94 fuel meters. Can you advise availability = and=20 price?

Regards!

Tommy<><

 

Cleaning up my software = for the=20 EFI fuel monitor, finished the self-calibration routine and now need = to find=20 an LCD small enough to fit in a 2 1/4" instrument case and still = readable from=20 across the cockpit.

 

Ed

Ed Anderson
RV-6A N494BW = Rotary=20 Powered
Matthews, NC

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