X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from eu1sys200aog115.obsmtp.com ([207.126.144.139] verified) by logan.com (CommuniGate Pro SMTP 5.2.12) with SMTPS id 3499699 for flyrotary@lancaironline.net; Wed, 18 Feb 2009 16:56:24 -0500 Received-SPF: none receiver=logan.com; client-ip=207.126.144.139; envelope-from=jefferson.owen@st.com Received: from source ([167.4.1.35]) (using TLSv1) by eu1sys200aob115.postini.com ([207.126.147.11]) with SMTP ID DSNKSZyD4JD8q77iH9IXoA+KGLeC6JovS3fa@postini.com; Wed, 18 Feb 2009 21:56:23 UTC Received: from zeta.dmz-us.st.com (ns4.st.com [167.4.80.115]) by beta.dmz-us.st.com (STMicroelectronics) with ESMTP id 6056151 for ; Wed, 18 Feb 2009 21:53:10 +0000 (GMT) Received: from mail1.snj.st.com (mail1.snj.st.com [167.4.202.26]) by zeta.dmz-us.st.com (STMicroelectronics) with ESMTP id B11CC573 for ; Wed, 18 Feb 2009 21:55:41 +0000 (GMT) Received: from SNJ10008358 ([167.4.204.153]) by mail1.snj.st.com (MOS 3.8.7a) with ESMTP id CLM10634 (AUTH "jefferson owen"); Wed, 18 Feb 2009 13:55:41 -0800 (PST) From: Jefferson E OWEN To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: staging Date: Wed, 18 Feb 2009 13:55:47 -0800 Message-ID: <005401c99213$a85a64a0$99cc04a7@snj.st.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0055_01C991D0.9A3724A0" X-Mailer: Microsoft Office Outlook 11 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2962 Thread-Index: AcmR9agZodt22iTyTOe478JjsV7r7AAHYbiQ In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0055_01C991D0.9A3724A0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Bill, At 80% duty cycle and 295cc injectors you will limit at about 90 hp assuming a BSFC of .55 lb/hr/hp. Jeff _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry Sent: Wednesday, February 18, 2009 10:20 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: staging Ed, You are good at this kind of thing.. The Renesis primary (red) injectors are 295 cc/min flow rate. At say, 80% duty cycle, what HP would these injectors support if you moved the staging point to higher RPMs? Bill B _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of sboese Sent: Wednesday, February 18, 2009 12:07 PM To: Rotary motors in aircraft Subject: [FlyRotary] staging Tracy and all, Looking back at the data I was using when thinking about my "staging bog", I realize that the manifold pressures I am looking at are values I calculate from the EC2 data. My conversion to units of inches Hg may not be correct. Either my EC2 manifold pressure sensor may have changed calibration or I may have never had this conversion correct to begin with. I have only one program to do this and may not have it right. How Tracy keeps track of all the versions of EC's is beyond me. In any case, I can NOT say with certainty that my EC2 is internally inconsistent as I stated in my previous message. I apologize if this has caused you to waste any of your valuable time and energy over this. The reason I am concerned with staging more than many others might be is that at the ground level density altitudes of my home airport, the maximum manifold pressure I see is about 23 inches and of course it gradually drops off from there as I climb. This results in staging taking place during critical flight regimes. Encountering an extended "bog" right after take off is not my idea of fun. If I cannot get the staging to work well using mode 6, I am considering David Leonard's suggestion of moving the staging point to a higher manifold pressure where I will not normally encounter it. In my case this is need not be much of a change. The manual indicates that some modes are active only when the engine is running. Is this the case with mode 7? I'm trying to make sure I can set the staging point with a pressure source other than the engine. This does generate the potential for my next trip to lower altitudes to be memorable. I just have to remember that this is venturing into unknown territory again and that full throttle operation may not be reliable until tuning at the higher power settings accessible at lower altitudes has been accomplished. Again, my apologies to especially to Tracy and also the rest of you. Steve Boese ------=_NextPart_000_0055_01C991D0.9A3724A0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
Bill,
 
At 80% duty cycle and 295cc injectors you will limit at about = 90 hp=20 assuming a BSFC of .55 lb/hr/hp.
 
Jeff

From: Rotary motors in aircraft=20 [mailto:flyrotary@lancaironline.net] On Behalf Of Bill=20 Bradburry
Sent: Wednesday, February 18, 2009 10:20 = AM
To:=20 Rotary motors in aircraft
Subject: [FlyRotary] Re:=20 staging

Ed, You are = good at=20 this kind of thing..

 

The Renesis = primary=20 (red) injectors are 295 cc/min flow rate.  At say, 80% duty cycle, = what HP=20 would these injectors support if you moved the staging point to higher=20 RPMs?

 

Bill=20 B

From:=20 Rotary motors in aircraft=20 [mailto:flyrotary@lancaironline.net] On=20 Behalf Of sboese
Sent: Wednesday, February 18, = 2009 12:07=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary]=20 staging

 

Tracy and=20 all,

Looking back = at the=20 data I was using when thinking about my “staging bog”, I = realize that the=20 manifold pressures I am looking at are values I calculate from the EC2=20 data.  My conversion to units of inches Hg may not be = correct.  Either=20 my EC2 manifold pressure sensor may have changed calibration or I may = have never=20 had this conversion correct to begin with.  I have only one program = to do=20 this and may not have it right.  How Tracy keeps track of all the versions = of EC’s=20 is beyond me.

In any case, = I can NOT=20 say with certainty that my EC2 is internally inconsistent as I stated in = my=20 previous message.  I apologize if this has caused you to waste any = of your=20 valuable time and energy over this.

The reason I = am=20 concerned with staging more than many others might be is that at the = ground=20 level density altitudes of my home airport, the maximum manifold = pressure I see=20 is about 23 inches and of course it gradually drops off from there as I=20 climb.  This results in staging taking place during critical flight = regimes.  Encountering an extended “bog” right after = take off is not my=20 idea of fun.  If I cannot get the staging to work well using mode = 6, I am=20 considering David Leonard’s suggestion of moving the staging point = to a higher=20 manifold pressure where I will not normally encounter it.  In my = case this=20 is need not be much of a change.  The manual indicates that some = modes are=20 active only when the engine is running.  Is this the case with mode = 7?  I’m trying to make sure I can set the staging point with = a pressure=20 source other than the engine.

This does = generate the=20 potential for my next trip to lower altitudes to be memorable.  I = just have=20 to remember that this is venturing into unknown territory again and that = full=20 throttle operation may not be reliable until tuning at the higher power = settings=20 accessible at lower altitudes has been=20 accomplished.

Again, my = apologies to=20 especially to Tracy and also the rest of=20 you.

Steve=20 Boese

  

 

    

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