So this metering system still requires the pilot to lean the mixture at high-density altitude. As stated for the Bendix RSA System, with altitude the air density reduces more than the fuel density. The Carburetor has a Venturi that senses the amount of air that goes to the engine and so regulates the fuel flow accordingly. But it has been improved further with this update. With altitude, the air density reduces more than the fuel density. This fuel injection system is provided with a Venturi that senses the amount of air that goes to the engine and so regulates the fuel flow accordingly. The Cessna 172 and the Super Cub use this system. Since the engine is turbocharged, only minor mixture corrections are required during flight: It does not compensate for altitude but it does compensate for MAP. That is, the throttle position controls the amount of fuel that goes into the engine. This fuel injection system is almost as simple as it can be, like the one described in the paragraph above. It’s then really important to properly lean the mixture, especially at altitude. It does not compensate for altitude or density changes, nor does it correct for MAP. This fuel injection system is as simple as it can be. The Baron and the Bonanza use this system. In fact, all the engines have now a perfect representation of their own fuel metering system. But this means we have opened a new path for features! The main reason for this was to have a perfect relation between fuel flow and power output. This does not happen often in REP but when you have to, you have to. There were few things I didn’t like and a simple update wouldn’t fit the needs. The fuel metering system has been totally rewritten. REP 4.2.0 hits stable release with an interesting set of features. If the work on a new plane is going on (you’ll discover more about this in the next weeks), it does not mean we cannot improve what we already have.
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