The decisive advantage of CRDID on spark-ignition piston engines for general aviation: Propeller and engine matching for a specific aircraft

Aircraft fuel consumption depends on engine, engine installation, pr opeller and aircraft efficiency. The matching of the installed propeller is optimized for a design point and it is a compromis e for the other working points. The matching of aircraft optimum lift/drag, the minimum engine fuel consumption and the maximum propeller efficiency is rarely achieved. The hyper simplified model on books does not reach the r esult. Practically very few aircrafts truly match the three conditions The champion of matching are current airliners that, at least in cruise and with half the fuel, reach the optimum at least at the nominal density altitude. In addition, a few figh ters and record aircrafts also achieve the maximum possible speed at the nominal conditions. The large majority of the g eneral aviation aircrafts are far from the optimum matching. Even Unmanned Aerial Vehicles are not champions of propulsion ef ficiency. Ultralight and sport aircraft are the worst. Turbines are very difficult for matching since their optimum efficie ncy is reached in a very limited working area. Even spark ignition engines are not efficient in off-design conditions. In fact, the spark ignition engine works with an air to fuel ratio by mass that can ran from 16:1 (lean mixture) down to 12:1 (rich mixture). Even spark ignition direct injection engines the combustion takes place within this range. At the relatively high tor que settings typical of aircraft engines, the air inside the combustion chamber is burnt entirely and the power ou tput depends on the engine volumetric efficiency. In diesel engines, the air inside the combustion chamber is never burnt entirel y. The minimum air to fuel ratio is around 17:1, but the engine works well with any air to fuel ratio below this value. T his means that CRDID (Common Rail Direct Injection Diesel) efficiency or BSFC (Brake Specific Fuel Consumption) curve is f latter than the spark ignition engine one. This fact gives a decisive advantage in the propeller matching and in the fuel consumption. In fact, o ff-design performance is the strongest point in favour of CRDIDs in general aviation. T herefore, the fuel consumption of CRDID takes advantage not only from the extremely high efficiency of the engine, but also from the better matching. In fact, it is possible to map the CRDID FADEC (Full Authority Digital Electronic Control) to optimize SFC (Specific F uel Consumption). In the example shown in this paper, a CRDID needs nearly half the fuel nec essary to a very good spark ignition engine.