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Just skimmed through this old thread again.
It never was explained why a change in speed and therefore a change in BSFC was not relevant to quantifying aerodynamic treatments at a given engine load (throttle position). Maybe the method gets close enough that the BSFC can be ignored?
Anyhow, still seems the easiest method to test aero treatments, and if I ever need to A-B-A test a treatment, I will be using the throttle-stop method.
I'm certainly not going to purchase laboratory time to see precisely how much improvement pizza pan moon discs are giving me.
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