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Have not had time to thoroughly digest all this excellent data, Steve.
However, one comment you made, I believe I can support with my experience.
Most of my early time with the Ec2 I always had a bit of a bog during staging (I only notice it on the ground, but then I am seldom below my staging point in the air) . In trying to determine what was causing this bog, I noticed while viewing the Air/Fuel Ratio that it dropped off the lean edge of the scale when I staged.
Once I had my EFISM so that I could see precisely where this "leaning" was happening, I started to enrich those bins (the ones my EC jumps to immediately after staging). The more I enriched the fuel MAP in that area, the less the staging bog became. I finally enriched the approx 3-4 bins after staging to the point I no longer have the staging bog.
So my experience may lend support for your finding that the doubling of the pulse width does not provide double the fuel flow and that by enriching the post staging bins I have compensated for that fuel deficiency and ended up with no more bog.
Ed
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From: "Steven W. Boese" <SBoese@uwyo.edu>
Sent: Thursday, November 04, 2010 4:36 PM
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Subject: [FlyRotary] Re: My favorite takeaway from the KY flyin: potential efficiency improvement
Charlie and others,
I've attached an EXCEL file which may have answers to the questions Charlie presented.
In particular, the information may be of interest to those tuning their mixture correction tables in the staging region. There is also data that would be of interest to those using fuel flow rate or fuel totalizing instrumentation that is based on injector pulse integration.
Steve Boese
-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Charlie England
Sent: Friday, October 01, 2010 2:10 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] My favorite takeaway from the KY flyin: potential efficiency improvement
The thing that made the biggest impression on me wasn't the
(excellent) SAG research, but a little tidbit shared by Doug during his
dyno presentation. It, like the SAG question, didn't have a final
answer, but I suspect that it has the potential for improved cruise
efficiency.
Doug mentioned that they saw the repeatable effect of increased power
when they disabled *either* the leading or trailing injectors. I have my
own idea about why they saw that, but I'm hopeful that there will be
some discussion & eventually, a proven way to increase cruise efficiency.
Questions for Doug & Steve:
When this was tested, did measured fuel flow change when the injector
pair was disabled & rpm went up?
Did you by any chance try to duplicate the effect while in cruise flight
by flying on 1 pair of injectors?
As I mentioned to Steve in a hurried conversation Sunday morning, I have
a suspicion of why it's happening but I'd like to see more research. If
the effect turns out to be consistent across multiple installations,
there could be an easy efficiency improvement on the table, waiting to
be picked up & used.
Charlie
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