X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao101.cox.net ([68.230.241.45] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3744135 for flyrotary@lancaironline.net; Fri, 03 Jul 2009 15:28:00 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.45; envelope-from=alventures@cox.net Received: from fed1rmimpo03.cox.net ([70.169.32.75]) by fed1rmmtao101.cox.net (InterMail vM.7.08.02.01 201-2186-121-102-20070209) with ESMTP id <20090703192723.PJIB17670.fed1rmmtao101.cox.net@fed1rmimpo03.cox.net> for ; Fri, 3 Jul 2009 15:27:23 -0400 Received: from BigAl ([72.192.133.78]) by fed1rmimpo03.cox.net with bizsmtp id BXTN1c0021hf1Cg04XTNCr; Fri, 03 Jul 2009 15:27:22 -0400 X-VR-Score: -410.00 X-Authority-Analysis: v=1.0 c=1 a=Ia-xEzejAAAA:8 a=pGLkceISAAAA:8 a=kviXuzpPAAAA:8 a=on22okXAAAAA:8 a=ayC55rCoAAAA:8 a=arxwEM4EAAAA:8 a=QdXCYpuVAAAA:8 a=7g1VtSJxAAAA:8 a=UretUmmEAAAA:8 a=CjxXgO3LAAAA:8 a=nUuTZ29dAAAA:8 a=N8B9JuSIAAAA:8 a=8v2ixYWAgLDqT7ciiboA:9 a=6-EwghdFmT9ay2Zh9skA:7 a=frtbvMcVF-3G-sahLGTQfTEhHp0A:4 a=tgTz_IwzQJ8A:10 a=EzXvWhQp4_cA:10 a=MSl-tDqOz04A:10 a=4vB-4DCPJfMA:10 a=at0Q5_2dr5wA:10 a=rC2wZJ5BpNYA:10 a=9xp4xxaP8_x653e6:21 a=tcPjN94BGrVJo69Z:21 a=mEXO7MKiiu5ZWvx_2K8A:9 a=xLtphRSkjsYMZngBKWYA:7 a=hIxxIJsfNvsJq9ZtvFdYFTiPrp0A:4 a=kqrbhFwwKKXDZxOI:21 a=BYR9CYtf2EyPMKbb:21 X-CM-Score: 0.00 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: Corruption of EC settings Date: Fri, 3 Jul 2009 12:27:55 -0800 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0031_01C9FBD9.B15A9B30" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6838 In-Reply-To: Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 Thread-Index: Acn79hUFJIn8qEwbTO+w0NOPDrThPwAHX40g This is a multi-part message in MIME format. ------=_NextPart_000_0031_01C9FBD9.B15A9B30 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Mike; =20 Mike; You may recall my experience with these issues. I fought with = spontaneous corruption of settings for about a year. I could never correlate the occurrence with any specific operations. Sometimes it would happen = between startups, sometimes during taxi; sometimes in-flight. Tracy' = explanation was always severe electrical noise. I double checked everything, = re-routed wires, added snubbers, etc. The occurrences became less frequent; but = not did not go away. I never had a case where some adjustment did not allow fairly normal operation, but it certainly kept me from feeling 'safe' = during flight over rugged terrain. =20 I finally elicited the help of an expert. We put the oscilloscope on = all parts of the system, and on every pin into/out of the EC2, and ran all operating modes. We found a few spikes we didn't like; added some more snubbers and filters on electrical leads; eliminating all of those. We = were sure it would all be fine. =20 During the next 10-15 hours of flying, and I still had occurrences of = pulse width change, stage point shift, correction table changes. Further work with the oscilloscope and my 'experts' conclusion was he could see = nothing beyond that he considered 'abnormal' electrical or RF noises. He then = took the unit back to his shop, evaluated the circuitry, and added filters to = the board where he deemed necessary. The unit has operated fine ever since. =20 His conclusion was that the design was not particularly noise tolerant. = My conclusion was that one man's 'normal' noise was another man's 'severe' noise. Based on the prevalence of the issue, and nothing else in my airplane, EFIS, digital compass, avionics, whatever; has ever had an = issue, I concluded as well that there was perhaps insufficient noise tolerance = in the EC2.=20 =20 Let me point out that mine is an early version of a 3-rotor unit, and = the issues may not be applicable to others. =20 I'm sure it is possible that there may be noise issues in my system that = we just never saw. And each system is different. I suspect that is most cases, Tracy is right; that there are electrical issues. But it is also clear that further filtering on the board solved the problem in mine. = I'm not suggesting at this point that you jump to modifications on the = circuit boards, but at some point, it's a consideration. =20 =20 I know this is being critical of the EC2, so Let me add that, before my issues were resolved, I had to consider alternatives the RWS EC2. I = always came to the same conclusion: that overall, this was the best option available; and Tracy's cooperation has been the best. =20 After 150 hours TT, on my last flight the RPM, fuel burn, read-outs on = the EM2 suddenly went to zero during the pre-takeoff run-up checks. I then = sent the data acquisition module back, and Tracy found "corruption of the = program flash memory", and; "only known possibility is severe electrical noise". Oh, well. =20 Al G -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mike Wills Sent: Friday, July 03, 2009 7:50 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: frustrating couple of days =20 Dave, =20 Thanks for the offer and the input. Swapping my EC into your plane would = be a desperation last move due to all of the hassles involved. And as you = say would not necessarily prove anything. =20 I said it happens when I'm preparing to fly, but that isnt entirely accurate. It would be more accurate to say that in the past it has = happened only when I have switched to the back-up controller which usually occurs = in prep for flight. This past weekend I had fired it up and taxied down to = EAA for lunch. After lunch I taxied back to my hangar and prior to shutting = down I ran the engine up to about 3000 RPM and switched to the B controller. = The engine died and I had to copy the A program to B to get it to run on B. Switching to B was the only pre takeoff checklist item I performed. =20 I think about the only thing you hit on here that might be related is = heat. But hard to say without more instances of failure and a way to link = cause and effect. On saturday when the engine quit on B the engine was = completely cowled. On sunday when I had the second instance of an engine quitting = on B, the upper cowl was off but the lower was on. When the staging point was = lost the upper was off, lower on. Yesterday when the engine quit on the first attempt at switching to B the engine was completely uncowled. Maybe I'll = run it up a few more times today uncowled and if it works OK, try putting = the cowl back on and see if I can induce failure. Doesnt seem likely though = that anything under cowl could cause this sort of problem. =20 This may all have to wait until Tracy weighs in with his opinion. I'm = not inclined to make drastic changes until I hear from him. =20 Thanks, =20 Mike=20 ----- Original Message -----=20 From: David Leonard =20 To: Rotary motors in aircraft=20 Sent: Thursday, July 02, 2009 9:28 PM Subject: [FlyRotary] Re: frustrating couple of days =20 Bummer that it is not more consistent.... that really makes it hard!. =20 I would like to help. If youj want, someday I can fly down and we can = put your EC2 in my plane and see if we can reporduce the issue. (I'm not so = keen about putting mine in your plane I have to admit.) Unfortunately, = sounds like even if we can't get the issue to occur in my plane, we still = haveent proved anything because it is so intermittent.... =20 You mention it happens more when you are prepairing to fly.. maybe it = is something else that you do when you are about to fly besides just = switching and checking the B controller. Turning on Strobes? checking injectors? checking lead/trail sparks? checking backup fuel pump? Some GPS or other avionics? Fuel tank selection? canopy closed switch? Some particular engine paramiter? Using the brakes? Temperature change by being in the sun? Cowl in place? Using the Nav/Comm? Headset plugged in? = Something else? A combination of 2 or more of those above (eg, plugging in = headset, transmitting on comm, and switching to B for example?) Can you make it occur more reliably if you taxi out just as if you were going to fly? =20 Good Luck Mike,=20 Let me know if you think of something I can do to help. =20 Dave On Thu, Jul 2, 2009 at 7:57 PM, Mike Wills wrote: Without knowing details of Tracy's design, hard to say what the real consequences of relocating the switches is. Tracy did explicitly state = in the manual I got with my EC2 that relocating the switches is an = acceptible option. In any case relocating the switches should not result in any = sort of a "ground loop". Nothing much to report today. On my first start today the engine quit = when I switched to the B controller. I had to do a A > B copy to get the engine = to run on B. Test ran for another 1.5 hours or so with multiple starts, toggling back and forth between A and B, but could not force it to fail again. Which is kinda disappointing. But thats the nature of an intermittant, isnt it? About the only thing I can report is that the engine runs richer = throughout the RPM range on B than it does on A. A is setup so that its at stoich = with the mixture knob at 12:00. On B the mixture knob needs to be at 9:00 for = the same indication on the mixture gauge.=20 Mike Wills RV-4 N144MW ----- Original Message ----- From: "Jeff Whaley" =20 To: "Rotary motors in aircraft" Sent: Thursday, July 02, 2009 10:07 AM=20 Subject: [FlyRotary] Re: frustrating couple of days I believe the ground for the controller unit is made through the DB15 = wire harness to the EC2; by moving the A/B switch you will have lengthened = this ground loop ... maybe try a wire from Controller PCB common to ground of remote A/B switch. Is it possible for you to put the A/B switch back to original position? Jeff -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Ed Anderson Sent: Thursday, July 02, 2009 12:53 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: frustrating couple of days Mike, per discussion about possible de-bouncing problem. Might try = sticking a 0.01 ufd capacitor from your Controller Switch to Ground - just to eliminate debouncing as the potential problem. Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com =20 http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mike Wills Sent: Thursday, July 02, 2009 12:09 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: frustrating couple of days Minor correction. Its not that I'm only seeing a problem with the B controller. Its that it appears that the problem occurs when I switch to = B, but in the 2 cases where the staging point was corrupted, the corrupt = data was on the A controller. I've been all through the power and ground system. Multiple times. When = I first noted the problem and emailed Tracy about it he suspected ground noise. After describing my electrical system to him he made two = suggestions: 1) I implemented a single point ground even though I have a metal = airframe. I wanted to avoid ground currents getting into the radio and intercom. = Due to CG issues my batteries ended up in the baggage compartment so the = ground connection from the batteries to the single point ground ended up being about 8' of #0 cable. Tracy recommended eliminating this cable and tying = the battery ground terminals to chassis ground as close as possible to the batteries. I've done this. 2) My ignition coils were also connected to the single point ground = through about 3' of #14 wire. Tracy indicated that the coils are the greatest potential noise makers on the airplane and recommended grounding this to = the airframe or engine block as close as possible to the coils. I've done = this. I've reviewed all of my wiring to make sure that things that should be shielded are and to be sure that noisy wires are seperated from = sensitive ones. There were no obvious problems found in my original install in = this regard, but I did move a couple of wires to gain even more seperation. So as I said, I believe the power and ground system in the airplane are sound. I doubt that remoting the A/B switch, or something wrong with the switch itself, is what is causing this, but I do believe that something = is going on in the act of switching from A to B that is causing the = problem. I'll try to force it in my testing today. Mike Wills RV-4 N144MW ----- Original Message ----- From: "thomas walter" = To: "Rotary motors in aircraft" Sent: Thursday, July 02, 2009 7:26 AM Subject: [FlyRotary] Re: frustrating couple of days Ed, Odd electrical trivia. Older eeproms were rated at 3.3V, so below 2.7V they ignored any read or write information. We had a uC that would start "jabbering" on the data and clock lines = when power was caming up. Since reset occurred once power was good, it was never an issue. Problem is the eeprom manufactures started shipping = parts that were functional from 1.8V to 3.3V. So once power was at 1.7V, it accepted writes, corrupting the eeprom. Just to drive the engineers = crazy only some lots and some devices 'jibbered' away. Yes, amazing I still = have any hair left. :) That is pretty rare, but has happened. Yes, Mike -- Interesting you're only seeing an issue with the "B" controller. Still triple check the power, grounds, and rest of the connections. Since the fuel map is stored in non-volute memory, it's hard to figure = out =20 how it is being re-written or destroyed. Normally (as you know) access = to EEPROM on a chip is a rather non-trivial process. Since the A and B controller are two different chips, I suppose there could be a problem with the B chip - but, while that does happen, it's pretty rare. Have = not had one myself (yet). -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com =20 __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com =20 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html --=20 David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net ------=_NextPart_000_0031_01C9FBD9.B15A9B30 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Mike;

 

Mike;

You may recall my experience with = these issues.  I fought with spontaneous corruption of settings for about = a year. I could never correlate the occurrence with any specific operations. = Sometimes it would happen between startups, sometimes during taxi; sometimes = in-flight.  Tracy’ explanation was always severe electrical noise.  I double checked everything, re-routed wires, added snubbers, etc.  The occurrences = became less frequent; but not did not go away.  I never had a case where = some adjustment did not allow fairly normal operation, but it certainly kept = me from feeling ‘safe’ during flight over rugged = terrain.

 

I finally elicited the help of an expert.  We put the oscilloscope on all parts of the system, and on = every pin into/out of the EC2, and ran all operating modes.  We found a = few spikes we didn’t like; added some more snubbers and filters on electrical = leads; eliminating all of those.  We were sure it would all be = fine.

 

During the next 10-15 hours of = flying, and I still had occurrences of pulse width change, stage point shift, correction table changes.  Further work with the oscilloscope and = my ‘experts’ conclusion was he could see nothing beyond that he considered = ‘abnormal’ electrical or RF noises.  He then took the unit back to his shop, evaluated the circuitry, and added filters to the board where he deemed = necessary.  The unit has operated fine ever since.

 

His conclusion was that the = design was not particularly noise tolerant.  My conclusion was that one = man’s ‘normal’ noise was another man’s ‘severe’ noise.  Based on = the prevalence of the issue, and nothing else in my airplane, EFIS, digital compass, avionics, whatever; has ever had an issue, I concluded as well = that there was perhaps insufficient noise tolerance in the EC2. =

 

Let me point out that mine is an = early version of a 3-rotor unit, and the issues may not be applicable to = others.

 

I’m sure it is possible = that there may be noise issues in my system that we just never saw.  And each = system is different.  I suspect that is most cases, Tracy is right; = that there are electrical issues.  But it is also clear that further filtering = on the board solved the problem in mine. I’m not suggesting at this point = that you jump to modifications on the circuit boards, but at some point, = it’s a consideration. 

 

I know this is being critical of = the EC2, so Let me add that, before my issues were resolved, I had to consider alternatives the RWS EC2.  I always came to the same conclusion: = that overall, this was the best option available; and Tracy’s cooperation has been the best.

 

After 150 hours TT, on my last = flight the RPM, fuel burn, read-outs on the EM2 suddenly went to zero = during the pre-takeoff run-up checks.  I then sent the data acquisition module = back, and Tracy found “corruption of the program flash memory”, = and; “only known possibility is severe electrical noise”.  Oh, = well.

 

Al G

-----Original = Message-----
From: Rotary motors in = aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mike Wills
Sent: Friday, July 03, 2009 7:50 = AM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Re: frustrating couple of days

 

Dave,

 

Thanks for the offer and = the input. Swapping my EC into your plane would be a desperation last move due to = all of the hassles involved. And as you say would not necessarily prove = anything.

 

I said it happens when I'm = preparing to fly, but that isnt entirely accurate. It would be more accurate to = say that in the past it has happened only when I have switched to the = back-up controller which usually occurs in prep for flight. This past = weekend I had fired it up and taxied down to EAA for lunch. After lunch I taxied = back to my hangar and prior to shutting down I ran the engine up to about 3000 = RPM and switched to the B controller. The engine died and I had to copy the A = program to B to get it to run on B. Switching to B was the only pre takeoff = checklist item I performed.

 

I think about the only = thing you hit on here that might be related is heat. But hard to say without more = instances of failure and a way to link cause and effect. On saturday when the = engine quit on B the engine was completely cowled. On sunday when I had the = second instance of an engine quitting on B, the upper cowl was off but the = lower was on. When the staging point was lost the upper was off, lower on. = Yesterday when the engine quit on the first attempt at switching to B the engine = was completely uncowled. Maybe I'll run it up a few more times today = uncowled and if it works OK, try putting the cowl back on and see if I can induce = failure. Doesnt seem likely though that anything under cowl could cause this sort = of problem.

 

This may all have to wait = until Tracy weighs in with his opinion. I'm not inclined to make drastic changes until I hear = from him.

 

Thanks,

 

Mike 

=
=

----- Original Message = -----

Sent: Thursday, July 02, 2009 9:28 PM

Subject: [FlyRotary] Re: frustrating couple of days

 

Bummer that it is not more = consistent....  that really makes it hard!.

 

I would like to help.  If youj want, = someday I can fly down and we can put your EC2 in my plane and see if we can = reporduce the issue. (I'm not so keen about putting mine in your plane I have to admit.)  Unfortunately, sounds like even if we can't get the issue = to occur in my plane, we still haveent proved anything because it is so intermittent....

 

You mention it happens more when you are = prepairing to fly..  maybe it is something else that you do when you are about to = fly besides just switching and checking the B controller.  Turning on Strobes? checking injectors? checking lead/trail sparks? checking = backup fuel pump? Some GPS or other avionics?  Fuel tank selection? canopy = closed switch?  Some particular engine paramiter?  Using the = brakes?  Temperature change by being in the sun?  Cowl in place?  Using = the Nav/Comm?  Headset plugged in?  Something else?  A = combination of 2 or more of those above (eg, plugging in headset, transmitting on = comm, and switching to B for example?)  Can you make it occur more reliably = if you taxi out just as if you were going to fly?

 

Good Luck Mike,

Let me know if you think of something I can = do to help.

 

Dave

On Thu, Jul 2, 2009 at 7:57 PM, = Mike Wills <rv-4mike@cox.net> wrote:

Without knowing details of = Tracy's design, hard to say what the real consequences of relocating the = switches is. Tracy did explicitly state in the manual I got with my EC2 that relocating the switches is an acceptible option. In any case relocating the switches = should not result in any sort of a "ground loop".

Nothing much to report today. On my first start today the engine quit = when I switched to the B controller. I had to do a A > B copy to get the = engine to run on B. Test ran for another 1.5 hours or so with multiple starts, = toggling back and forth between A and B, but could not force it to fail again. = Which is kinda disappointing. But thats the nature of an intermittant, isnt = it?

About the only thing I can report is that the engine runs richer = throughout the RPM range on B than it does on A. A is setup so that its at stoich with = the mixture knob at 12:00. On B the mixture knob needs to be at 9:00 for the = same indication on the mixture gauge.



Mike Wills
RV-4 N144MW

----- Original Message ----- From: "Jeff Whaley" <jwhaley@datacast.com>


To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>

Sent: Thursday, July 02, 2009 = 10:07 AM


Subject: [FlyRotary] Re: frustrating couple of days


I believe the ground for the controller unit is made through the DB15 = wire harness to the EC2; by moving the A/B switch you will have lengthened = this ground loop ... maybe try a wire from Controller PCB common to ground of = remote A/B switch.
Is it possible for you to put the A/B switch back to original = position?
Jeff

-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Ed Anderson
Sent: Thursday, July 02, 2009 12:53 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: frustrating couple of days

Mike, per discussion about possible de-bouncing problem.  Might try sticking
a 0.01 ufd capacitor from your Controller Switch to Ground - just to
eliminate debouncing as the potential problem.

Ed

Ed Anderson

Rv-6A N494BW Rotary Powered

Matthews, NC

eanderson@carolina.rr.com

http://www.andersonee.com

http://www.dmack.net/mazda/index.html

http://www.flyrotary.com/

http://members.cox.net/rogersda/rotary/configs.htm#N494= BW

http://www.rotaryaviation.com/Rotorhead%20Truth.htm=


-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of Mike Wills
Sent: Thursday, July 02, 2009 12:09 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: frustrating couple of days

Minor correction. Its not that I'm only seeing a problem with the B
controller. Its that it appears that the problem occurs when I switch to = B,
but in the 2 cases where the staging point was corrupted, the corrupt = data
was on the A controller.

I've been all through the power and ground system. Multiple times. When = I
first noted the problem and emailed Tracy about it he suspected = ground
noise. After describing my electrical system to him he made two = suggestions:
1)  I implemented a single point ground even though I have a metal airframe.

I wanted to avoid ground currents getting into the radio and intercom. = Due
to CG issues my batteries ended up in the baggage compartment so the = ground
connection from the batteries to the single point ground ended up = being
about 8' of #0 cable. Tracy recommended eliminating this cable and tying = the

battery ground terminals to chassis ground as close as possible to = the
batteries. I've done this.
2) My ignition coils were also connected to the single point ground = through
about 3' of #14 wire. Tracy indicated that the coils are the = greatest
potential noise makers on the airplane and recommended grounding this to = the

airframe or engine block as close as possible to the coils. I've done = this.
I've reviewed all of my wiring to make sure that things that should = be
shielded are and to be sure that noisy wires are seperated from = sensitive
ones. There were no obvious problems found in my original install in = this
regard, but I did move a couple of wires to gain even more = seperation.

So as I said, I believe the power and ground system in the airplane = are
sound. I doubt that remoting the A/B switch, or something wrong with = the
switch itself, is what is causing this, but I do believe that something = is
going on in the act of switching from A to B that is causing the = problem.
I'll try to force it in my testing today.

Mike Wills
RV-4 N144MW

----- Original Message ----- From: "thomas walter" <roundrocktom@yahoo.com>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Thursday, July 02, 2009 7:26 AM
Subject: [FlyRotary] Re: frustrating couple of days



Ed,

Odd electrical trivia.   Older eeproms were rated at 3.3V, so below = 2.7V
they ignored any read or write information.

We had a uC that would start "jabbering" on the data and clock = lines when
power was caming up.   Since reset occurred once power was good, it = was
never an issue.   Problem is the eeprom manufactures started = shipping parts
that were functional from 1.8V to 3.3V.  So once power was at 1.7V, = it
accepted writes, corrupting the eeprom. Just to drive the engineers = crazy
only some lots and some devices 'jibbered' away.   Yes, amazing I = still have

any hair left. :)

That is pretty rare, but has happened.

Yes, Mike -- Interesting you're only seeing an issue with the = "B"
controller. Still triple check the power, grounds, and rest of the
connections.

Since the fuel map is stored in non-volute = memory, it's hard to figure out

 

how it is being re-written or destroyed. = Normally (as you know) access to
EEPROM on a chip is a rather non-trivial process. Since the A and B
controller are two different chips, I suppose there could be a = problem
with the B chip - but, while that does happen, it's pretty rare. Have = not
had one myself (yet).






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__________ Information from ESET NOD32 Antivirus, version of virus = signature
database 3267 (20080714) __________

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com



__________ Information from ESET NOD32 Antivirus, version of virus = signature
database 3267 (20080714) __________

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com



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David Leonard

Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net http://RotaryRoster.net

------=_NextPart_000_0031_01C9FBD9.B15A9B30--