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I hate to differ, but I think this is incorrect. Grounding at both ends
is what would create a problem. When I attended an EAA technical
seminar a while back, We were told NOT to ground at both ends.
Dave
Joseph M Berki wrote:
Hi John,
I have
been tracking your progress on the EC2. One thing about using
shielded cables. Both ends need to be grounded and do not use the
shield as a conductor for any function. Data running in adjacent
cables can be corrupted by currents in cables
next to them. If the shields are not
grounded at both ends you have created an antenna. Good
luck.
Joe Berki
Limo EZ
fixing strake leading edges
At 09:58 AM 5/20/2005 -0400, John Slade wrote:
Here's
another question - having little knowledge in the area, I'm considering
Tracy's ECU and the EM2.
What are your appreciations of the
products.
Hi George,
I've had horrendous problems
getting
the EM2/EC2 working. Much, if not all, of the problems have probably
been
to do with my wiring, not RTFM properly (ie grounding the wrong wire),
not using shielded cable for everything, not mounting the Program
Control
Module properly, long cable runs, etc. etc. After many many months of
sporadic results, I'm still fighting with it. I have 30 hours on the
plane, and I have to say that despite all these issues, the EC2 has
never
let me down in flight. Hiccupped, yes, but silence - never. My wiring
harness tests out perfectly, but still no joy. The EC2 won't
communicate
with the EM2, and won't trigger a spark. I'll be doing a definitive
test
later today by doing what I should have done months ago, and installing
my EC2 in Buly's identically configured airplane. THEN we'll
know.
Despite the severe frustration
and
delay caused by all this, I really HATE to consider the alternative of
an
aftermarket ECU like the Microtech where installing redundancy will be
a
real bear and the total solution will be a lot more expensive and
complex
(read fault prone). I'd also prefer to continue supporting Tracy's
efforts for the benefit of rotary aviation in general. I think he'd
rather be rid of me, but I just aint going away. :)
On the EM2, I much prefer analog
input
for quick glance confirmation and trend info, but its well worth the
cost
and panel space to have ALL the data available when you have time to
study it, the graphic access to the EC2 MAP data, and the range
warnings
working for you in the background. I installed 6 analog engine gauges
(coolant temp & pressure, oil temp & pressure, MAP and Fuel
pressure) alongside the EM2 which allow me to do a scan and also
confirm
calibration / sensor failure. The promised autotune and
data-logging features of the EM2 will be worth the cost on their own.
One advantage some of the
aftermarket
units apparently have is a built-in timing split to help avoid
detonation
with turbo installations (a subject very close to my heart and wallet).
Tracy has promised to add this feature, but he's busy with a lot of
stuff
so I don't know when that'll happen. This isn't an issue for NA
people.
All issues considered, if I were
doing
it again, I'd buy the EM2/EC2 combination in an injection pulse width.
(rotary equivalent of a New York second).
John (desperately hoping my EC2
fires
up Buly's engine, but fueling up my car in case it
doesn't)
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