Paul,

  I made it out to the airport early this morning and made a flight while it
  was still cool (below 100*).  This time I set the prop controller to 2300
  rpm instead of the usual 2150.  I held it at the numbers at part throttle
  to
  allow the prop to partially adjust, then released the brakes and applied
  the
  power gradually.  Engine rpm came up to 6980, more or less.  Much better
  than at 2150, but it takes some finessing to keep the rpm's below 7500.  I
  took some video, but not of the initial ground run.  It starts after I'm
  in
  the air and climbing, but it shows the various EM-2 screens.  I used a
  tripod and the data is much easier to read.

  Upon reviewing the video, I was able to calculate the bsfc based on a fuel
  burn of 16.5 gph and 220 hp.  Came out to .45 bsfc.  So, yes we can!

  The file is too large to attach and send via email, but I'll try to load
  it
  on YouTube later today and send the URL.

  I also took a second video where I went from a cruise setting of 1700 rpm
  (prop) to 1900 rpm.  Speeds climbed to 208 mph.  This was at 6500 msl,
  straight and level.  Some day I'll go to 2100 or higher and see what she's
  made of.

  Mark S.
  P-port 3 rotor Lancair ES.


  Good work Mark but I kind of doubt the .45 BSFC. That would be a world
  record
  for a rotary :) NOBODY has reported less than .47 so far at full lean.

  How did you determine 220 HP?

  Paul Lamar

  Paul,

  I read the hp from one of the EM-2 screens, so it is calculated.  But I
  don't know the formula Tracy used to determine it.  The fuel flow is from
  the main EM-2 screen, and yes, it could still need some "calibration"
  before
  it can be called accurate enough to use for the Guinnes World Record Book.

  Mark

  Ah so. Tracy uses an assumed average BSFC of .55 as I recall from reading
  the
  EM -2 docs. page 18.

  0 - BSFC

  "Break Specific Fuel Consumption This variable defines the average
  efficiency of the engine and is used to calculate things like HP
  output and percentage of power. All internal combustion gasoline engines
  have an average BSFC of around .55. It is a bit lower
  when running lean mixtures and a bit higher when running at best power
  mixtures which are much richer. The EM2 uses this entry
  as the average BSFC and either adds or subtracts a bit when it calculates
  horsepower depending on fuel mixture being measured by
  the O2 sensor (if installed). It uses the default value as-is if no sensor
  is installed."


  BSFC is given in pounds of fuel burned per HP generated in one hour.

  You first convert GPH into pounds per hour by multiplying by 6.
  Six pounds per gallon. So 16 GPH is 96 pounds of fuel per hour.
  Some say the number is 6.2 pounds per gallon.
  We will use six.

  16.5 GPH is 99 pounds of fuel per hour.

  Then you divide  99 pounds of fuel by .55 and you get 180 HP.

  Now Tracy adjust the BSFC number by reading the O2 sensor. Lets say the O2
  sensor
  is saying the engine is full lean. Around seventeen to one. In that case
  the BSFC
  should be around .47. So 99 pounds per hour of fuel gives a gives 210 HP.

  Lets say Tracy got highly optimistic and used .45 BSFC then it would come
  out to 220 HP.

  Here is a chart on the 3 spark plug per rotor Le Mans engine, Note the
 BSFC
  is  only .469.

  Paul Lamar

 Paul,

 Well, its beginning to make more sense.  Did you see the second video?

 Mark S.

 Yes. Here are some screen shots. In the display with the two lines in the
 middle that are unmarked..what do they represent? That is screenshot-9.

 Was this straight and level all the time?
 It would be nice to set the camera angle so you can see the air data
 display
 for altitude.

 Paul Lamar

 Paul,

The second video was shot straight and level at 6500msl, in smooth air.  It
may be possible to do what you recommend regarding displaying the attitude.
 There is a small electronic 6-pack (similar to a Dynon D-10) directly above
the EM-2, so if I can pull back with the camera (no "zoom" feature) I might
be able to get both in the frame.  I just bought a small tri-pod to use for
this "project".  Two of the legs extend down to the floor, the third wedges
in between the seats and holds it steady.  I'm not sure if I can find a way
to move it back away from the panel, but I'll see if I can figure something
out.

Regarding the two lines shown in #9, those are CHT's and EGT's.  The first
CHT (far left) is referencing rotor #3, as that's the hottest.  The second
CHT is currently being used to calibrate and verify the coolant temps.
 CHT's #3 and #4 are currently not being used, but the wires are bundled and
tied up against the firewall, so I suppose they're showing "under cowl
temps".

Row 3 is the EGT's.  I'm only using the first 3.

Mark

Great work Mark.

For the many new guys since Mark built his 3 rotor Mark is the only
person to implement CHT's. CHT's are the be all and do all for engine
cooling. It is the absolute bottom line. If the temperature  exceeds about
500 F the engine starts to melt.

http://www.rotaryeng.net/Voyager-Eng.pdf

Paul Lamar