X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from qw-out-2122.google.com ([74.125.92.25] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3753626 for flyrotary@lancaironline.net; Sat, 11 Jul 2009 12:55:14 -0400 Received-SPF: pass receiver=logan.com; client-ip=74.125.92.25; envelope-from=rwstracy@gmail.com Received: by qw-out-2122.google.com with SMTP id 3so495276qwe.25 for ; Sat, 11 Jul 2009 09:54:38 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:sender:received:in-reply-to :references:date:x-google-sender-auth:message-id:subject:from:to :content-type; bh=AE6IFmHfDRg4Zs2MrFCEb2ewUxpeYkX7vV1b2qXjH4M=; b=UQa5XBoDWQFdjXjoN6MPxlx0KpyMEXgO9tAplwMY82+22FELHENiXKF5Xchnytkhvl kxhuTsGD3i5q87i7Yf68gtkDCJFJo1sBX5E60u1a+23oT9IZKABDZj+B7WFOQNpuMLee hesyxF2uRxFMUFt5V67X6XBFGqhNE4yz6ofrU= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:sender:in-reply-to:references:date :x-google-sender-auth:message-id:subject:from:to:content-type; b=qSe+ZENJh32AczyWC6+FTwh2Yl33vbQEY+9gAdTjyc1jQrwVZswfo3qS03aI50ye+j LNYmk0npwBR85Q94KB92xQx5DmZb0iwU4qLDFUcE9U8BpuPK0hBBNsxu4BG2AF6y4y1H 7vkeQ0wJa9+JSBr2xWwff+QLf4kIZv9kK6Y3c= MIME-Version: 1.0 Sender: rwstracy@gmail.com Received: by 10.224.37.19 with SMTP id v19mr1986118qad.70.1247331277816; Sat, 11 Jul 2009 09:54:37 -0700 (PDT) In-Reply-To: References: Date: Sat, 11 Jul 2009 10:54:37 -0600 X-Google-Sender-Auth: 5a313c2d4cfb225f Message-ID: <1b4b137c0907110954v7e3ce99ej1b9a1daab53f129a@mail.gmail.com> Subject: Re: [FlyRotary] Re: Narrowing in on Cause? [FlyRotary] Re: frustrating couple of days From: Tracy Crook To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=001517503cc8bb4756046e70f1a4 --001517503cc8bb4756046e70f1a4 Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable On a rare check of email at the library here in Colorado and caught this message. Mike, there is a chance that the inductive spike which happens when selecting B (or return to A) is causing a problem. It might be aggravated by relocating the selector switch. It is worth trying a capacitor on that line (A/B select line) to suppress the spike. Tracy On Thu, Jul 2, 2009 at 9:01 AM, sboese wrote: > Ed and Mike, > > > > Tracy would be the one to comment on this, if he was available, but it is > my understanding that both the A and B controllers are running all the > time. The A/B switch operates a relay that just changes which controller= =92s > outputs are connected to the rest of the plane. When the injector relay > changes contacts there is the possibility for arcing between the contacts > depending on whether or not the injectors were turned on at that time. > Tracy said once that he had trouble with corruption of the controllers > probably due to this arcing and that was the reason for the transient > suppression diodes in the injector driver circuitry. Changing to the > snubber circuitry, possibly increased the chance for the arcing problem b= ut > helped with injector response time. A compromise like everything else. > Moving the A/B switch shouldn=92t cause a problem unless this has changed= the > relay response time and caused an arcing problem. I don=92t know if the = PCM > has any circuitry involved with this other than the switch itself. If it > does, it=92s not obvious. Is there any chance that any of Mike=92s injec= tors > are drawing more current than intended? Wiring for saturated when one o= r > more of them is peak and hold or otherwise damaged? That could cause arc= ing > and corruption problems. > > > > How=92s that for speculation? > > > > Steve Boese > > > > -----Original Message----- > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Ed Anderson > *Sent:* Thursday, July 02, 2009 5:18 AM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Narrowing in on Cause? [FlyRotary] Re: frustratin= g > couple of days > > > > I think you may be narrowing in on the cause of your problem, Mike. > > > > Remoting the cold start and/or controller selection switch might have > unintended effects. IF this were the cause, my bet would be on the > controller select switch. I don=92t know what all that switch does =96 b= ut it > clearly transfers control of the ignition and injectors to the B controll= er > (when so switched). So several High Power circuits are being turned on (= or > switched over) to the B controller by a switch that is no longer co-locat= ed > on the program Controller PCB. Again, IF this remoting of the switches > could cause this, the question is HOW? > > > > Not certain of what de-bounce routine Tracy uses =96 whether software or > hardware =96 but if you turned on the switch to B controller, I would pre= sume > the B controller immediately loads the MAP into its working memory. I wo= uld > assume the Map (as well as other data such as staging) would normally > reside in EEPROM and upon activation one of the first things the B > controller would do is to load this MAP and data. Now, lets say a second > voltage spike from the un-debounced switch were sent to the B controller > during the time it was loading the fuel Map, it could cause the chip to d= o a > reset during this interval. That could result in part of the MAP or othe= r > data stored in EEPROM getting corrupted. I don=92t know the internal codi= ng > for moving data from EEPROM to working memory inside the EC2, I do know > that for the Serial data its code is in MIDI format. > > > > Using the MIDI format means if only one bit is corrupted out of the 256 > bytes used to transmit the Map over the serial link =96 then all data aft= er > that point is corrupted. That is one of the reasons I had to give the Rs= 232 > USART comm. Module in my EFISM chip top priority during interrupts. I ca= n > lose any number of injector pulses and it not affect its accuracy enough = to > display =96 but corruption of the most significant bit of the High byte M= IDI > pair during the MAP serial transmission and the remaining bytes are > hopelessly corrupted. > > > > I was pretty confident the problem was not caused by the EFISM as it has > no way to talk to the B controller, but glad to have it confirmed. The o= nly > way I can see the EFISM affecting the B controller is rather round about. > You would have to 1st make the change to the A MAP using the EFISM and > then use the EC2 to copy the A MAP to the B MAP. Even then you can not > change the staging point using the EFISM only the Map and ignition. > > > > A second thought is whether any =93ground currents=94 could be in play. = You > have probably already done this, but try connecting an alligator clamp (o= r > your favorite attachment device) to the ground of your controller switch = and > hook the other end to the grounding stud on the EC2. If a ground circuit > current/voltage was playing a role this might eliminate it. > > > > Good luck on your trouble shooting. Don=92t give up =96 I think you may = be on > the right track. > > 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#N494BW > > http://www.rotaryaviation.com/Rotorhead%20Truth.htm > ------------------------------ > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Mike Wills > *Sent:* Thursday, July 02, 2009 12:37 AM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Re: frustrating couple of days > > > > So I vented to you guys, lost some sleep last night pondering this, waste= d > more time today thinking about it, and then went back to the airport to > check things out. > > > > I had previously made all of the changes Tracy recommended in case there > was an issue with ground or supply noise. I didnt believe that was the > problem before, but with no better ideas went ahead and made the changes. > I'm now pretty sure that the electrical system is solid. > > > > Another possibility was that there was something about the EFISM > installation that caused this problem. Not sure how this could be the cas= e > but the EFISM does have the capability to write to the MCT, so maybe > something was getting scrambled in the process? > > > > I disconnected the EFISM. And the EFISM was disconnected yesterday when > this latest problem occured, so its not the cause. Yesterday just before = I > quit in disgust I reconnected the EFISM and captured the MCT to make sure= it > hadnt been corrupted. It looked fine and thats why it was so puzzling. > > > > Today when I started the engine it was clearly still screwed up. I put th= e > EFISM in EC2 monitor mode and immediately saw the problem. This latest > problem was due to the fact that my A controller injector staging point h= ad > been corrupted and set to 12" MAP. The engine sure wont idle on 4 injecto= rs! > I reset the staging point to where it belongs and the engine is back to > running as it should. > > > > I now have 5 known episodes of spontaneous changes to the EC2 (possibly > more). The first time the staging point was erased and the secondaries > wouldnt come on. The next 3 cases (twice in the past couple of days) the = B > controller lost its program (since I dont have a way to view the B MCT I > dont actually know whats happening here, just that the engine immediately > dies when I flip to B). And then this last episode with the staging point > resetting to 12". I say there may have actually been more cases because m= y > engine has never really ran well on the B controller after doing an A to = B > copy. But it does run - usually. > > > > So Ed asks is there an action or sequence of actions that may be related? > Well the common thread here is switching to B. I ran this engine for abou= t > 20 hours of ground testing before I noted the first instance of this > occuring. And this coincides with when I started actually flying the > airplane - and routinely switching to B as part of my pre takeoff checkli= st. > Then I stopped flying about 4 months ago to make all of these changes and > further tune the engine. During this time I dont think I ever switched to= B > and noted no problems. This past weekend I started prepping to fly and we= nt > through my typical pre takeoff prep and once again problems. Started > troubleshooting by routinely checking the B controller and once again > corrupted the EC2, this time the staging point. > > > > Since my most consistent indicator of a change is corruption of the B MCT > its hard to say for sure, but if i can force the staging point screw up a > few times by switching to B I'll be convinced. I should note that my inst= all > is not standard for the EC2 PCM. I removed the A/B switch, Cold Start > switch, and Coil Test switch from the PCM and remoted them to my instrume= nt > panel. Tracy noted this as an optional way to do things in my EC2 manual.= I > dont recall how Tracy implements these switches, but I assume they are SP= ST > to a pullup resistor on the EC2. I dont know if he has any circuitry to > de-bounce or noise filter the switch input? I dont even know for sure tha= t > this is the cause but seems to be the most reasonable explanation at this > point. Stay tuned. > > > > Mike Wills > > RV-4 N144MW > > ----- Original Message ----- > > *From:* Ed Anderson > > *To:* Rotary motors in aircraft > > *Sent:* Wednesday, July 01, 2009 6:15 AM > > *Subject:* [FlyRotary] Re: frustrating couple of days > > > > Mike, its got to be frustrating to have it run well for a couple of month= s > and just when you have convinced yourself the problem is gone, it comes > back. > > > > I presume there is nothing (no action, sequence of actions) that you can > think of having taken recently - any different than you have done during = the > months the engine ran well that you can think of. Nothing different perh= aps > in getting ready for another flight? > > > > Since the fuel map is stored in non-volute memory, it=92s hard to figure = out > how it is being re-written or destroyed. Normally (as you know) access t= o > 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 wi= th > the B chip =96 but, while that does happen, it=92s pretty rare. Have not= had > one myself (yet). > > > > You are able to copy over the A MAP to the B MAP and it apparently does t= he > copy, but then something causes it to be re-written with garbage. You do > not have Auto tune and I presume you do not attempt to change the B MAP = =96 > but it changes on its own. It sounds as it the changes to B happen wheth= er > you have selected B controller or not =96 is that correct. Or does it on= ly > happen when you are using the B controller or can you tell. > > > > > > 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#N494BW > > http://www.rotaryaviation.com/Rotorhead%20Truth.htm > ------------------------------ > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Mike Wills > *Sent:* Wednesday, July 01, 2009 12:10 AM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] frustrating couple of days > > > > I havent flown my RV since a couple of cases of lost data in the EC2 back > in february. Spent the last few months making a bunch of mods, some > suggested by Tracy, others were things that I thought might increase long > term reliability. Also had to fix leaking fuel tanks in the ensuing perio= d. > > > > Been working up toward renewing flight testing. Engine has been running > really well for the last few months. Thought that the problem was cured, > though not clear how. Then on saturday found that once again my B control= ler > had lost all data. Engine wouldnt run at any throttle setting on B. Resto= red > the B controller by copying A > B. > > > > Last night after work ground ran the engine for about 30 minutes at vario= us > throttle settings and it ran as good as always. Also ran fine on the B > controller. > > > > Tonight after work I fired it up. Ran fine initially. After about 15 > minutes noted some minor surging at a couple of throttle settings below 2= 000 > RPM. Also noticed that in this RPM range where the mixture had previously > been fine, my mixture monitor is off the scale lean. Slowly got worse, to > the point that it wouldnt idle at what was previously a solid 1350RPM. > Couldnt get it to run at all below 1500, everything between 1500 and abou= t > 3000 RPM pretty rough. Everything over 3000 is fine. No idea what caused > this change. I put the airplane away and walked away in disgust. I'm back= to > where I was a year ago and I'm just about fed up with this thing. > > > > Mike Wills > > RV-4 N144MW > > > > __________ 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 > --001517503cc8bb4756046e70f1a4 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable
On a rare check of email at the library here in Colorado and caught th= is message.
=A0
Mike,=A0 there is a chance that the inductive spike which happens when= selecting B (or return to A) is causing a problem.=A0 It might be aggravat= ed by relocating the selector switch.=A0=A0=A0It is worth trying=A0a capaci= tor on=A0that line (A/B select line) =A0to suppress the spike.
=A0
Tracy

On Thu, Jul 2, 2009 at 9:01 AM, sboese <sboese@uwyo.edu> wrote:

Ed and Mike,

=A0

Tracy would be the one to comment o= n this, if he was available, but it is my understanding that both the A and= B controllers are running all the time.=A0 The A/B switch operates a relay= that just changes which controller=92s outputs are connected to the rest o= f the plane.=A0 When the injector relay changes contacts there is the possi= bility for arcing between the contacts depending on whether or not the inje= ctors were turned on at that time.=A0 Tracy said once that he had trouble w= ith corruption of the controllers probably due to this arcing and that was = the reason for the transient suppression diodes in the injector driver circ= uitry.=A0 Changing to the snubber circuitry, possibly increased the chance = for the arcing problem but helped with injector response time.=A0 A comprom= ise like everything else.=A0 Moving the A/B switch shouldn=92t cause a prob= lem unless this has changed the relay response time and caused an arcing pr= oblem.=A0 I don=92t know if the PCM has any circuitry involved with this ot= her than the switch itself.=A0 If it does, it=92s not obvious.=A0 Is there = any chance that any of Mike=92s injectors are drawing more current than int= ended?=A0=A0 Wiring for saturated when one or more of them is peak and hold= or otherwise damaged?=A0 That could cause arcing and corruption problems.= =A0

=A0

How=92s that for speculation?

=A0

Steve Boese=A0

=A0

-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.= net] On Behalf Of Ed An= derson
Sent: Thursday, July 02, 20= 09 5:18 AM
To: Rotary mo= tors in aircraft
Subject: = [FlyRotary] Narrowing in on Cause? [FlyRotary] Re: frustrating couple of da= ys

<= span style=3D"FONT-SIZE: 12pt">=A0

I thin= k you may be narrowing in on the cause of your problem, Mike.=

=A0

Remoti= ng the cold start and/or controller selection switch might have unintended = effects. IF this were the cause, my bet would be on the controller select s= witch.=A0 I don=92t know what all that switch does =96 but it clearly trans= fers control of the ignition and injectors to the B controller (when so swi= tched).=A0 So several High Power circuits are being turned on (or switched = over) to the B controller by a switch that is no longer co-located on the p= rogram Controller PCB.=A0 Again, IF this remoting of the switches could cau= se this, the question is HOW?

=A0

Not ce= rtain of what de-bounce routine Tracy uses =96 whether software or hardware= =96 but if you turned on the switch to B controller, I would presume the B= controller immediately loads the MAP into its working memory.=A0 I would a= ssume the Map (as well as other data such as staging) =A0would normally res= ide in EEPROM and upon activation one of the first things the B controller = would do is to load this MAP and data.=A0 Now, lets say a second voltage sp= ike from the un-debounced switch were sent to the B controller during the t= ime it was loading the fuel Map, it could cause the chip to do a reset duri= ng this interval.=A0 That could result in part of the MAP or other data sto= red in EEPROM getting corrupted. I don=92t know the internal coding for mov= ing data from EEPROM to working memory inside the EC2, =A0I do know that fo= r the Serial data its code is in MIDI format.

=A0

Using = the MIDI format means if only one bit is corrupted out of the 256 bytes use= d to transmit the Map over the serial link =96 then all data after that poi= nt is corrupted.=A0 That is one of the reasons I had to give the Rs232 USAR= T comm. Module in my EFISM chip top priority during interrupts.=A0 I can lo= se any number of injector pulses and it not affect its accuracy enough to d= isplay =96 but corruption of the most significant bit of the High byte MIDI= pair during the MAP serial transmission and the remaining bytes are hopele= ssly corrupted.=A0

=A0

=A0I w= as pretty confident the problem was not caused by the EFISM as it has no wa= y to talk to the B controller, but glad to have it confirmed.=A0 The only w= ay I can see the EFISM affecting the B controller is rather round about.=A0= =A0 You would have to 1st make the change to the A MAP using the= EFISM and then use the EC2 to copy the A MAP to the B MAP.=A0 Even then yo= u can not change the staging point using the EFISM only the Map and ignitio= n.

=A0

A seco= nd thought is whether any =93ground currents=94 could be in play.=A0 You ha= ve probably already done this, but try connecting an alligator clamp (or yo= ur favorite attachment device) to the ground of your controller switch and = hook the other end to the grounding stud on the EC2. =A0If a ground circuit= current/voltage was playing a role this might eliminate it.<= /p>

=A0

Good l= uck on your trouble shooting.=A0 Don=92t give up =96 I think you may be on = the right track.

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.ne= t] On Behalf Of Mike Wi= lls
Sent: Thursday, July 02, 20= 09 12:37 AM
To: Rotary m= otors in aircraft
Subject: [FlyRotary] Re: frustrating couple of days

<= span style=3D"FONT-SIZE: 12pt">=A0

So I vented to you guys, lost some= sleep last night pondering this, wasted more time today thinking about it,= and then went back to the airport to check things out.

<= span style=3D"FONT-SIZE: 12pt">=A0

I had previously made all of the c= hanges Tracy recommended in case there was an issue with ground or supply n= oise. I didnt believe that was the problem before, but with no better ideas= went ahead and made the changes. I'm now pretty sure that the electric= al system is solid.

<= span style=3D"FONT-SIZE: 12pt">=A0

Another possibility was that there= was something about the EFISM installation that caused this problem. Not s= ure how this could be the case but the EFISM does have the capability to wr= ite to the MCT, so maybe something was getting scrambled in the process?

<= span style=3D"FONT-SIZE: 12pt">=A0

I disconnected the EFISM. And the = EFISM was disconnected yesterday when this latest problem occured, so its n= ot the cause. Yesterday just before I quit in disgust I reconnected the EFI= SM and captured the MCT to make sure it hadnt been corrupted. It looked fin= e and thats why it was so puzzling.

<= span style=3D"FONT-SIZE: 12pt">=A0

Today when I started the engine it= was clearly still screwed up. I put the EFISM in EC2 monitor mode and imme= diately saw the problem. This latest problem was due to the fact that my A = controller injector staging point had been corrupted and set to 12" MA= P. The engine sure wont idle on 4 injectors! I reset the staging point to w= here it belongs and the engine is back to running as it should.

<= span style=3D"FONT-SIZE: 12pt">=A0

I now have 5 known episodes of spo= ntaneous changes to the EC2 (possibly more). The first time the staging poi= nt was erased and the secondaries wouldnt come on. The next 3 cases (twice = in the past couple of days) the B controller lost its program (since I dont= have a way to view the B MCT I dont actually know whats happening here, ju= st that the engine immediately dies when I flip to B). And then this last e= pisode with the staging point resetting to 12". I say there may have a= ctually been more cases because my engine has never really ran well on the = B controller after doing an A to B copy. But it does run - usually.<= /font>

<= span style=3D"FONT-SIZE: 12pt">=A0

So Ed asks is there an action or s= equence of actions that may be related? Well the common thread here is swit= ching to B. I ran this engine for about 20 hours of ground testing before I= noted the first instance of this occuring. And this coincides with when I = started actually flying the airplane - and routinely switching to B as part= of my pre takeoff checklist. Then I stopped flying about 4 months ago to m= ake all of these changes and further tune the engine. During this time I do= nt think I ever switched to B and noted no problems. This past weekend I st= arted prepping to fly and went through my typical pre takeoff prep and once= again problems. Started troubleshooting by routinely checking the B contro= ller and once again corrupted the EC2, this time the staging point.<= /font>

<= span style=3D"FONT-SIZE: 12pt">=A0

Since my most consistent indicator= of a change is corruption of the B MCT its hard to say for sure, but if i = can force the staging point screw up a few times by switching to B I'll= be convinced. I should note that my install is not standard for the EC2 PC= M. I removed the A/B switch, Cold Start switch, and Coil Test switch from t= he PCM and remoted them to my instrument panel. Tracy noted this as an opti= onal way to do things in my EC2 manual. I dont recall how Tracy implements = these switches, but I assume they are SPST to a pullup resistor on the EC2.= I dont know if he has any circuitry to de-bounce or noise filter the switc= h input? I dont even know for sure that this is the cause but seems to be t= he most reasonable explanation at this point. Stay tuned.

<= span style=3D"FONT-SIZE: 12pt">=A0

Mike Wills

RV-4 N144MW

----- Original Message -----

Sent:= Wednesday, July 01, 2009 6:15 AM

Subject: [FlyRotary] Re: frustrating couple of days

<= span style=3D"FONT-SIZE: 12pt">=A0

Mike, = its got to be frustrating to have it run well for a couple of months and ju= st when you have convinced=A0 yourself the problem is gone, it comes back.<= /span>

=A0

I pres= ume there is nothing (no action, sequence of actions) that you can think of= having taken recently - any different than you have done during the months= the engine ran well that you can think of.=A0 Nothing different perhaps in= getting ready for another flight?

=A0

Since = the fuel map is stored in non-volute memory, it=92s hard to figure out how = it is being re-written or destroyed.=A0 Normally (as you know) access to EE= PROM on a chip is a rather non-trivial process.=A0 =A0Since the A and B con= troller are two different chips, I suppose there could be a problem with th= e B chip =96 but, while that does happen, it=92s pretty rare.=A0 Have not h= ad one myself (yet).

=A0

You ar= e able to copy over the A MAP to the B MAP and it apparently does the copy,= but then something causes it to be re-written with garbage.=A0 You do not = have Auto tune and I presume you do not attempt to change the B MAP =96 but= it changes on its own.=A0 It sounds as it the changes to B happen whether = you have selected B controller or not =96 is that correct.=A0 Or does it on= ly happen when you are using the B controller or can you tell.

=A0

=A0

Ed

=A0

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.ne= t] On Behalf Of Mike Wi= lls
Sent: Wednesday, July 01, 2= 009 12:10 AM
To: Rotary = motors in aircraft
Subject:<= /b> [FlyRotary] frustrating couple of days

<= span style=3D"FONT-SIZE: 12pt">=A0

I havent flown my RV since a coupl= e of cases of lost data in the EC2 back in february. Spent the last few mon= ths making a bunch of mods, some suggested by Tracy, others were things tha= t I thought might increase long term reliability. Also had to fix leaking f= uel tanks=A0in the ensuing period.

<= span style=3D"FONT-SIZE: 12pt">=A0

Been working up toward renewing fl= ight testing. Engine has been running really well for the last few months. = Thought that the problem was cured, though not clear how.=A0Then on saturda= y found that once again my B controller had lost all data. Engine wouldnt r= un at any throttle setting on B. Restored the B controller by copying A >= ; B.

<= span style=3D"FONT-SIZE: 12pt">=A0

Last night after work ground ran t= he engine for about 30 minutes at various throttle settings and it ran as g= ood as always. Also ran fine on the B controller.

<= span style=3D"FONT-SIZE: 12pt">=A0

Tonight after work I fired it up. = Ran fine initially. After about 15 minutes noted some minor surging at a co= uple of throttle settings below 2000 RPM. Also noticed that in this RPM ran= ge where the mixture had previously been fine, my mixture monitor is off th= e scale lean.=A0Slowly got worse, to the point that it wouldnt idle at what= was previously a solid 1350RPM. Couldnt get it to run at all below 1500, e= verything between 1500 and about 3000 RPM pretty rough. Everything over 300= 0 is fine. No idea what caused this change. I put the airplane away and wal= ked away in disgust. I'm back to where I was a year ago and I'm jus= t about fed up with this thing.

<= span style=3D"FONT-SIZE: 12pt">=A0

Mike Wills

RV-4 N144MW

<= span style=3D"FONT-SIZE: 12pt">

__________ Information from ESET NOD= 32 Antivirus, version of virus signature database 3267 (20080714) _________= _

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com

<= span style=3D"FONT-SIZE: 12pt">

__________ Information from ESET NOD= 32 Antivirus, version of virus signature database 3267 (20080714) _________= _

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com


--001517503cc8bb4756046e70f1a4--