X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imf19aec.mail.bellsouth.net ([205.152.59.67] verified) by logan.com (CommuniGate Pro SMTP 4.3c5) with ESMTP id 951669 for flyrotary@lancaironline.net; Fri, 20 May 2005 20:52:41 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.67; envelope-from=sladerj@bellsouth.net Received: from ibm60aec.bellsouth.net ([65.2.89.207]) by imf19aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20050521005157.HUKI2061.imf19aec.mail.bellsouth.net@ibm60aec.bellsouth.net> for ; Fri, 20 May 2005 20:51:57 -0400 Received: from JSLADE ([65.2.89.207]) by ibm60aec.bellsouth.net (InterMail vG.1.02.00.01 201-2136-104-101-20040929) with ESMTP id <20050521005156.KZV11146.ibm60aec.bellsouth.net@JSLADE> for ; Fri, 20 May 2005 20:51:56 -0400 From: "John Slade" To: "Rotary motors in aircraft" Subject: RE: [FlyRotary] Re: More MAP measurement questions Date: Fri, 20 May 2005 20:51:53 -0400 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0089_01C55D7D.C0AAEE90" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.2416 (9.0.2910.0) X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1409 In-Reply-To: Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_0089_01C55D7D.C0AAEE90 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit MessageWhat does RTFM stand for ? Read the Fuc.ing Manual :) Is that an Aviation type cable? Yes, both shielded and unshielded are available. With a long run, like in a pusher, shielded is better. 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. The test went well. We plugged my EC2 into Buly's harness and immediately got the NOP message on his EM2. We didn't check the spark, but the engine would not fire at all. We then reinstalled his EC2. The NOP message went away, and the engine fired up immediately on cranking. There we have it. My EC2 is dead. Next question - why is it dead, and did I fry it when I connected it to the old wiring? Have I corrected the problem by rewiring everything? Of course, we could have tested my wiring by installing Buly's EC2 in my plane. He didn't offer, and I didn't ask :) Well I must say I have some good advice on the Microtech and it was to leave it alone in relation to Aircraft use. Don't get me wrong it is a good cheap aftermarket unit for the young blokes cars, but the mechanics have said they have had problem with a few units. That's good to know Which bring me to the next question - what size screen ( big or small) do you think would be best for my poor old tired eyes and I suppose from reading the garb the LCD screen is the better option. I like the small LCD screen. I guess it depends on how tired your eyes are. The small one is plenty big enough for me. Buly has the large screen of the other type. I much prefer mine. Can you read this? Do you think there is a cost savings on using the EM2 as compared to analogue gauges? If you wanted the same data, then probably yes. Also, all those gauges would take up a lot of panel space. You wouldn't even be able to buy analog gauges to do half the stuff the EM2 does. I figure they could be added when finances permit! I'd go with analog first. The EM2 comes into its own more when you have time to relax and study the info it provides. Also, in the first few flights you're glued to the engine gauges for the critical temps and pressures. Later the automatic out of range warnings are important when you're more confident and aren't quite so attentive to the engine data. John (packing up my EC2, once again) ------=_NextPart_000_0089_01C55D7D.C0AAEE90 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message
What does RTFM stand for ? 
Read the = Fuc.ing=20 Manual  :)
 
Is that an Aviation type cable? 
Yes, both = shielded and=20 unshielded are available. With a long run, like in a pusher, shielded is = better.
 
definitive test later today by doing what I should have = done months=20 ago, and installing my EC2 in Buly's identically configured airplane. = THEN we'll=20 know. 
The = test went=20 well. We plugged my EC2 into Buly's harness and immediately got the NOP = message=20 on his EM2. We didn't check the spark, but the engine would not fire at = all. We=20 then reinstalled his EC2. The NOP message went away, and the engine = fired up=20 immediately on cranking. There we have it. My EC2 is dead. Next question = - why=20 is it dead, and did I fry it when I connected it to the old wiring? Have = I=20 corrected the problem by rewiring everything? Of course, we could have = tested my=20 wiring by installing Buly's EC2 in my plane. He didn't offer, and I = didn't ask=20 :)
 
Well I must say I have some good advice on the Microtech = and it was=20 to leave it alone in relation to Aircraft use. Don't get me wrong it is = a good=20 cheap aftermarket unit for the young blokes cars, but the mechanics have = said=20 they have had problem with a few units. 
That's = good to=20 know
 
 Which bring = me to the=20 next question - what size  screen ( big or small) do you think = would be=20 best for my poor old tired eyes and I suppose from reading the garb the = LCD=20 screen is the better option. 
I like the small LCD screen. I guess it depends on how tired = your eyes=20 are. The small one is plenty big enough for me. Buly has the large = screen of the=20 other type. I much prefer mine. Can you read=20 this?
 
Do you=20 think there is a cost savings on using the EM2 as compared to analogue=20 gauges? 
If you = wanted the same=20 data, then probably yes. Also, all those gauges would take up a lot of = panel=20 space.
You = wouldn't even be=20 able to buy analog gauges to do half the stuff the EM2=20 does.
 
I figure they could be added when finances permit! 
I'd go = with analog=20 first. The EM2 comes into its own more when you have time to relax and = study the=20 info it provides. Also, in the first few flights you're glued to the = engine=20 gauges for the critical temps and pressures. Later the automatic out of = range=20 warnings are important when you're more confident and aren't = quite so=20 attentive to the engine data. 
 
John = (packing up my EC2,=20 once again)
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