X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from aspensprings.uwyo.edu ([129.72.10.32] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTPS id 4556525 for flyrotary@lancaironline.net; Fri, 05 Nov 2010 10:53:19 -0400 Received-SPF: none receiver=logan.com; client-ip=129.72.10.32; envelope-from=SBoese@uwyo.edu Received: from ponyexpress-ht2.uwyo.edu (ponyexpress-ht2.uwyo.edu [10.84.60.209]) by aspensprings.uwyo.edu (8.14.4/8.14.4) with ESMTP id oA5Eqcqk016841 (version=TLSv1/SSLv3 cipher=AES128-SHA bits=128 verify=FAIL) for ; Fri, 5 Nov 2010 08:52:41 -0600 (MDT) (envelope-from SBoese@uwyo.edu) Received: from ponyexpress-mb5.uwyo.edu ([fe80::9813:248c:2d68:a28b]) by ponyexpress-ht2 ([10.84.60.209]) with mapi; Fri, 5 Nov 2010 08:52:41 -0600 From: "Steven W. Boese" To: Rotary motors in aircraft Date: Fri, 5 Nov 2010 08:49:42 -0600 Subject: RE: [FlyRotary] Re: My favorite takeaway from the KY flyin: potential efficiency improvement Thread-Topic: [FlyRotary] Re: My favorite takeaway from the KY flyin: potential efficiency improvement Thread-Index: Act898y2Tz4GJRo0Q7i0mXHsoBeJ9AAABrkA Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_E1AA3B1AF41D8049B1E3FBD5E225626004E4EE62A4ponyexpressmb_" MIME-Version: 1.0 --_000_E1AA3B1AF41D8049B1E3FBD5E225626004E4EE62A4ponyexpressmb_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Please correct my initial response. Sorry. A first pass at investigating the impression below could be easily done if = the controller doubled the fuel flow rate per injector rather than doubling= the pulse width when changing from using four injectors to using two injec= tors. I believe we could test your idea on our engine stand by making the = injector transition and then readjusting the fuel flow manually back to the= initial flow rate. Since the engine stand uses a Floscan fuel flow transd= ucer which does not depend on injector pulse width, the effect of the trans= ition while maintaining constant fuel flow should be evident in the oxygen = sensor response. I'll add that to the things to try on the next engine sta= nd session. Steve Boese From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of Steven W. Boese Sent: Friday, November 05, 2010 8:42 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: My favorite takeaway from the KY flyin: potential = efficiency improvement A first pass at investigating the impression below could be easily done if = the controller cut the fuel flow rather than the pulse width in half when c= hanging from using four injectors to using two injectors. I believe we cou= ld test your idea on our engine stand by making the injector transition and= then readjusting the fuel flow manually back to the initial flow rate. Si= nce the engine stand uses a Floscan fuel flow transducer which does not dep= end on injector pulse width, the effect of the transition while maintaining= constant fuel flow should be evident in the oxygen sensor response. I'll = add that to the things to try on the next engine stand session. Steve Boese From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of shipchief@aol.com Sent: Thursday, November 04, 2010 11:50 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: My favorite takeaway from the KY flyin: potential = efficiency improvement I had an intuitive impression that the injected fuel slows the passage of i= ntake air, so shutting off one injector, preferably the one in the bigger i= ntake port, could increase power by providing more air for combustion. If t= he other injector could flow enough fuel for the required power level? --_000_E1AA3B1AF41D8049B1E3FBD5E225626004E4EE62A4ponyexpressmb_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Please correct my initial response.  Sorry.<= /o:p>

 

A first pass at investigating the impression below could be easily done if the controller doubled the fuel flow rate per injector ra= ther than doubling the pulse width when changing from using four injectors t= o using two injectors.  I believe we could test your idea on our engine stand by making the injector transition and then readjusting the fuel flow manually back to the initial flow rate.  Since the engine stand uses a Floscan fuel flow transducer which does not depend on injector pulse width,= the effect of the transition while maintaining constant fuel flow should be evi= dent in the oxygen sensor response.  I’ll add that to the things to t= ry on the next engine stand session.

 

Steve Boese

 

 

From: Rotary motors= in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Steven W. Boese
Sent: Friday, November 05, 2010 8:42 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: My favorite takeaway from the KY flyin: potential efficiency improvement

 

A first pass at investigating the impression below could be easily done if the controller cut the fuel flow rather than the pulse width= in half when changing from using four injectors to using two injectors.  = I believe we could test your idea on our engine stand by making the injector transition and then readjusting the fuel flow manually back to the initial = flow rate.  Since the engine stand uses a Floscan fuel flow transducer whic= h does not depend on injector pulse width, the effect of the transition while maintaining constant fuel flow should be evident in the oxygen sensor response.  I’ll add that to the things to try on the next engine stand session.

 

Steve Boese

 

 

From: Rotary motors= in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of shipchief= @aol.com
Sent: Thursday, November 04, 2010 11:50 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: My favorite takeaway from the KY flyin: potential efficiency improvement

 

I had an intuitive impression that the injected fuel slows the passage of intake air, so shutting off one injector, preferably the one in the bigger intake port, could increase powe= r by providing more air for combustion. If the other injector could flow enough = fuel for the required power level?

 
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