http://www.rotaryaviation.com/eficont.html

Its sitting in the box at the hangar.. just need to fabricate a custom
intake. The EFI runs off of a MAP sensor and and the stock crankshaft
position sensor (which derives RPM and ingnition timing points). Two
programming maps (data table): One is under load, and the other is for
low load/high RPM (such as in a descent).

No MAF's, No Throttle Position Sensors, No use of the oxygen sensor is
REGULAR use, only in programming the fuel maps (data table). Brutally
simple, but the aircraft mode of operation is pretty simple as well.

Dave

AINut wrote:
Sounds good, Dave. The ECU sounds like the MegaSquirt or one of it's
derivatives. However, how will you solve the O2 sensor problem? Maybe
you could use history data to maintain the fuel/air ratios?



Dave S wrote:

You are presuming that I am going to use the stock ECU (engine control
unit)..which is the last thing I would do. Stock ECU's do strange and
unpredictable things like turn off (or power down) the engine to
"protect" it when sensor readings get out of spec (like oil temp or
pressure parameters, etc)

The issue of ECU's have been discussed EXTENSIVELY in the forums that
I frequent: one is a list-serv dedicated to rotary engines, and the
other is a canard forum with a rotary engine portion. If you were a
member there you could spend hours and still not cover all the
material, some practical and some theoretical.

The ECU we will be using will be able to tune/make program adjustments
to the fuel map, but once programmed can operate without input from
the sensor.

Also, the neat thing about the Mazda rotary is.. no valves.

Dave

AINut wrote:

All of the dozen or so airports I've contacted about mogas only have
87 octane. All are considerably higher priced than the most
expensive gas station.

If you use 100ll in an engine that has valves designed for no lead
usage, you're probably going to lose that engine. Also, the O2
sensors will clog with lead very shortly. A propane torch can burn
the lead off it but you'll have to remove all the O2 sensors to do
that. If the O2 sensors clog up during flight, the engine computer
will go into limp home mode. This usually means a *drastic* cut in
horsepower, sometimes engine stoppage.

HTH.



Dave S wrote:



Rich S. wrote:
Make that last idea a *must*, Dave. You don't know what you are
getting out

of a strange mogas tank. It may be 100° out and that mogas could've
been sitting in the tank since winter. My commandments read:
1. Never use mogas from an unfamiliar source.
2. Always test for alcohol.
3. Never use mogas above 5,000' density altitude.
4. Always check for water.
5. Never use mogas above 80° F.

Remember - 100 LL can foul a spark plug. Mogas can boil, give you
vapor lock, and stop your engine RFN. Which would you prefer? Would
you like fries with that?

Rich S.





Dude... I'm using mogas because I'm using a MO-engine. I've driven
cars at over 5000 ft (Lake Tahoe.. 9000 ft) MSL.. and in temps over
100* F... and alcohol wont hurt MY engine because the seals in it
and the fuel system are DESIGNED to use motor gas in all of its
domestic forumulations. I think some of those "absolutes" you are
listing are overkill.

I will be using fuel injected engine with an automotive fuel rail
regulated at 40 PSI over upper deck pressure..through a
recirculating fuel circut with firesleeved hoses. I don't think
vapor lock is gonna be the issue here. I'm just planning on using
100LL because I dont want to land on a 2000 ft sod strip 40 miles
from the nearest town of over 50,000 people. I'm into flying to
travel to where the people are