Ok, Mike
Yes, it does. I just wanted to check and
make certain there was no correlation between your ignition check and
corruptions and was not certain you were or were not performing the ignition
check.
Adding a small capacitor if a fairly
inexpensive ($$ and Time) attempt at a fix {:>). Since it sounds like you
are 99.99% it is not a wiring or loose pin problem, that leaves two or three
possibilities;
- The
wire used to remove the switches does add a larger “antenna” length
to the switches – which would enhance noise reception/
- The
switch debounce may be effected by remoting which might make problem 1.
even worst (if it exists)
- Some
problem inside the EC2
The 0.01 ufd cap could affect either
condition 1 or 2 – so will be interested in hearing the results
Good Luck
Ed
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Mike Wills
Sent: Saturday, July 04, 2009
11:38 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Ignition
Check?? Re: frustrating couple of days
I was not clear in my description of when the problem seems
to be occuring. So to clarify:
In my normal tuning of the EC2 I never mess with the B
controller. And have never noted a problem with corruption of EC2 data. When I
began flight testing back in February thats when the problem began to occur.
After 3 instances I stopped flying.
I decided it was about time to resume flight
test last weekend after 4 months of mods and ground running without any
problems. On saturday I flipped to the B controller just to see if it was OK and the engine died. This was not immediately
preceeding a planned flight and I did not perform an ignition check. Over the
course of the weekend I had a total of 4 cases of corrupt data. Three times
there was an undefined problem on B that prevented the engine from running and
one case where the A staging point got corrupted. The ONLY difference between
these 4 cases of failure and the previous 4 months of failure free testing was
the selection of the B controller. I never tested the ignition.
These 4 failures occured over the course of
approximately 25 engine starts and a total run time of about 2.5 hours this
past weekend. For each engine start I toggled back and forth between A and B
multiple times at various RPM settings. I estimate around 100 operations of the
A/B switch resulting in 4 failures. The definition of intermittent.
Does this clarify? BTW, I am going to take your advice and
add a .01uf cap on the A/B input. What have I got to lose at this point?
----- Original Message -----
Sent: Friday, July 03,
2009 8:39 PM
Subject: [FlyRotary]
Ignition Check?? Re: frustrating couple of days
Mike,
I could not help but wonder that when you
were unsuccessfully attempting to replicate you B controller problem by
switching back and forth - did you also try your ignition check while in
B? You mentioned that you normally made an ignition check with
controller B on in preparation for flight. However, you did not indicate
that you were making such a check when you were trying to duplicate the problem.
IF you did not, then I would suggest that
you again try to duplicate the problem by switching from A to B, but include
the ignition check while in B. Do it a few times and see whether or not B
gets corrupted.
Ed
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Mike Wills
Sent: Friday, July 03, 2009 10:59
PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re:
frustrating couple of days
My staging point is set at 18" which ends up being
around 3300RPM. So far I still havent been able to prove for certain that the
corruption is linked to switching A > B, much less determine that it only
happens above or below the staging point.
All 4 of my injectors are the same - checked them all with
an ohmmeter. They are all of the type that does not require an external
resistor.
----- Original Message -----
Sent: Friday, July 03,
2009 9:13 AM
Subject: [FlyRotary] Re:
frustrating couple of days
Mike,
Is 3000 rpm above your staging
point? If the corruption of the controller only happens when changing
from A to B above the staging point, check to see if one or both secondary
injectors have lower resistance than specified.
Steve Boese
-----Original Message-----
From: Rotary
motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mike Wills
Sent: Friday, July 03, 2009 9:50 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re:
frustrating couple of days
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.
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