X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [64.129.170.194] (HELO VIRCOM1.fcdata.private) by logan.com (CommuniGate Pro SMTP 5.4c2o) with ESMTP id 4871095 for flyrotary@lancaironline.net; Tue, 15 Feb 2011 10:40:20 -0500 Received-SPF: none receiver=logan.com; client-ip=64.129.170.194; envelope-from=cbarber@texasattorney.net Received: from FCD-MAIL06.FCDATA.PRIVATE ([fe80::697f:d6aa:b87:78d8]) by FCD-MAIL05.FCDATA.PRIVATE ([fe80::809d:a06e:5913:452e%15]) with mapi id 14.01.0270.001; Tue, 15 Feb 2011 09:35:33 -0600 From: Chris Barber To: Rotary motors in aircraft Subject: RE: [FlyRotary] Re: EC2/ Tracy Thread-Topic: [FlyRotary] Re: EC2/ Tracy Thread-Index: AQHLzSUMM+edriE+tEWgHK+QU8tDZZQCsFRM Date: Tue, 15 Feb 2011 15:39:47 +0000 Message-ID: <2D41F9BF3B5F9842B164AF93214F3D3035729B4B@FCD-MAIL06.FCDATA.PRIVATE> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [166.139.76.11] Content-Type: multipart/alternative; boundary="_000_2D41F9BF3B5F9842B164AF93214F3D3035729B4BFCDMAIL06FCDATA_" MIME-Version: 1.0 --_000_2D41F9BF3B5F9842B164AF93214F3D3035729B4BFCDMAIL06FCDATA_ Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable Since I have been reading and re-reading the EC2/EM2 manuals at length as o= f late, I remember Tracy describing Mode 3 as akin to replacing the main je= ts of a carburetor. Since, if I understand correctly, the main jet determi= nes how much fuel gets into the carburetor and it determines everything els= e after it. This analogy helped me wrap my mind around the initial tuning = process. So, the first "hose" into the system is adjusted by Mode 3 and will affect = all the other adjustments. It is done at about 22 mp, so at a pretty good c= lip. Mode 2 though adjust the system for the ranges around idle. IIRC, around 2= 000 RPM (not mp), so a fast idle. ________________________________ From: Rotary motors in aircraft [flyrotary@lancaironline.net] on behalf of = bktrub@aol.com [bktrub@aol.com] Sent: Tuesday, February 15, 2011 9:27 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: EC2/ Tracy -Ok, will do. I thought that Mode 3 was a proportional adjustment. I do bel= ieve that I had reset the EC2 to the factory resets, but I'll confirm that. Brian Trubee -----Original Message----- From: Tracy To: Rotary motors in aircraft Sent: Tue, Feb 15, 2011 5:19 am Subject: [FlyRotary] Re: EC2/ Tracy First step is to fully understand how the various modes work. Mode 3 is a= step type adjustment, not proportional to the Program knob as I think you= are implying. Program knob only sets the direction. Read instructions ca= refully. I would suggest resetting both Mode 3 and 1 to factory defaults f= irst. See instructions on how to do the resets. Then do Mode 3, then 2 (i= f needed), then do Mode 1 or 9 whichever seems easiest to you. The both do= the same thing (adjust map table entries) but do it in different ways. Mo= st builders find Mode 9 easier. Tracy On Mon, Feb 14, 2011 at 11:24 PM, > w= rote: So at this point I should go back and set mode three to a very counterclock= wise setting, hit the program button, and then proceed through mode 2 and = then 1 or 9. Yeah? Brian Trubee -----Original Message----- From: Tracy > To: Rotary motors in aircraft > Sent: Mon, Feb 14, 2011 6:02 pm Subject: [FlyRotary] Re: EC2/ Tracy Hi Brian, Looks to me that you started tuning the MAP Table before you did the rou= gh tuning of Mode 3 and 2. Starting with the MAP Table is the most commo= n mistake builders make with the EC2/3. This should be the LAST step, not= the first. Note that everything in the table is a negative value and starts and ends = with it almost at minimum value (-127). The goal should be to minimize th= e number of table values that have to be adjusted away from the median (def= ault) value of Zero. Tracy On Mon, Feb 14, 2011 at 8:14 PM, > wr= ote: For general information purposes, if anyone is interested, here is how my M= AP table is set at the moment during GROUND running. Note that I am not com= pletely done tuning, but am getting there. Please pipe up anyone if you hav= e any pointers. I have a 2.85/ PSRU, and a 74 Dia x 88 inch pitch prop.The engine will run = down to just under 14 inches of MP at MAP address 7 where it will quit.At t= hat address, the injector value is -124. I can run the low MP table up to M= AP address 29, where it shows 23.1 inch MP and an injector value of -110. I= t then switches to the high RPM table at MAP address of 73, injector value = of -115. Staging is at MAP address 84, MP of 19.1 injector value of -46. I = can run the engine up to MAP address of 105, which shows an injector value = of -123, MP of 28.6 on a 30.05 In. of mercury day. That's an RPM of around = 5200, the EM2 shows a HP rating of 160 at that setting. These are from settings that I took off the edit page when I was done tunin= g last. Brian Trubee -----Original Message----- From: Tracy > To: Rotary motors in aircraft > Sent: Mon, Feb 14, 2011 1:13 pm Subject: [FlyRotary] Re: EC2/ Tracy I tried to address this issue with Mode 6, the adjustable MP threshold for = the lower map table range. The idea is to have the lowest in-flight MP sel= ect the 0 - 31 range and ground condition select the upper range (32 - 64).= Being successful at this also requires the rpm threshold of the low rang= e be chosen correctly and everyone's seems different so it may not be right= for your installation since it is not programmable. Controllable pitch p= rops also complicate this issue, even on carbureted engines. It's the sam= e situation that causes P51's to fart, pop and belch fire during this phase= of flight. Everybody thinks that's cool tho.... I've never had the problem myself since I always plan my descents to avoid = windmilling the engine at low throttle (that's not good for the RD-1x drive= ). It's also a waste of the potential energy in altitude. But, if the EGT's are the only problem during this condition, I'd ignore it= because you can't damage anything in the engine at this low power setting. Tracy On Sat, Feb 12, 2011 at 1:09 AM, Al Gietzen > wrote: Relating to this subject heading; here is an issue that has me wondering. I tune the EC2 MAP table at the low end =96 maybe up to 14-15=94 MAP =96 wh= ile on the ground; and then tune above that in flight. And frequently when= on rapid descent with throttle pulled well back; the engine alarm light st= arts blinking. It=92s because EGT is exceeding the limit (I think 1750). S= eems strange. I figure must be really rich, and fuel burning at the exhaust= port making high EGT. So one day I put it in auto tune mode and pull back the throttle on descent= , and I note that the mixture in bins 30-31-32 going way to the rich side; = I think it was bin 32 that was full rich. No longer a high EGT alarm. Hm-m= -m; must be it was really lean there, but why would that make high EGT. Then I land; and as I pull off the runway the engine is rough and stumbling= . Lean out the mixture and it works fine. So I do some auto tuning at low r= pm and MAP, and find it at those low 30=92s bins making it much leaner and = get things running smoothly. So what=92s happening here; and is there a fix. Clearly those bins need to= be tuned for low rpm and taxi operation. Why the high EGT on throttle bac= k descent? How do I not get the engine alarm on descent, and still get to r= un smoothly on the ground? Al -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Tracy Sent: Friday, February 11, 2011 8:04 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: EC2/ Tracy Yes, if you decrease the Mode 3 value you will have to increase the map ta= ble values across the whole range to compensate. It's not automatic though= , you will have to do it manually. Auto tune would eventually get it adjus= ted too but that assumes you run the engine at all possible settings for lo= ng enough for that to happen. That's why it pays to do Mode 3 first, Mode = 2 second and Mode 1 (or 9) 3rd. Don't ask why I numbered the Modes in that= order, I don't have a good answer other than Mode 1 was the one that would= be used most often. Now Mode 9 is the most often used but Mode 9 didn't e= xist in the early days of the EC1/2/3. Last thing to do is auto tune for the fine tuning. Tracy On Fri, Feb 11, 2011 at 10:09 AM, > w= rote: I didn't run out of injector setting range, but am very close. My edit page= bar graph is pretty much ony one or two lines high for most of the Map tab= le. I'm also down to values around -120 for most of the addresses. I though= t about setting mode 3 a bit lower.Iif so, and I then go back and re-tune i= t to the aproximate fuel/air settings I have now, does it change the bar gr= aph and the values at each address? Say, for instance, MAP address 80 shows a setting of -118, and only one lin= e on the bar graph. If I lower the injector setting in mode 3 and re-tune t= o the same mixture setting, will the setting be higher than -118 and will t= he bar graph be higher? It would be nicer to be closer to the middle values= , rather then the bottom (-127) or top (+127), so I have more adjustability= in the future if I were to need it for some reason. Even though it runs ni= cely now, i'm still up around 8 "o"s on the horizontal mixture graph. Brian Trubee -----Original Message----- From: Tracy > To: Rotary motors in aircraft > Sent: Fri, Feb 11, 2011 6:38 am Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ... turns out it was running really rich on the factory EC2 settings. I went to= auto tune and the injector settings went way down, all the way up and down= the map table. Glad you got it running better Brian. When you run into the situation you= mentioned above, the first thing you should do is adjust the Injector Flow= Rate (Mode 3). That will adjust the mixture at ALL throttle settings and = is a lot easier than resetting the entire MAP Table. But as long as you do= n't run out of range on the MAP Table adjustments, what you did will work O= K. Tracy On Thu, Feb 10, 2011 at 8:06 PM, > wr= ote: And on to brighter news. I went out today, did some tuning on my plane, tur= ns out it was running really rich on the factory EC2 settings. I went to au= to tune and the injector settings went way down, all the way up and down th= e map table. Had to do a little fine tuning, and especially at the staging = point, had to richen it up there, at bin # 84. I would have taken it up for= a flight, but had other appointments. It was a glorious day for flying, bu= t a test will have to wait for the next nice day here in Seattle.Previous f= lights went OK until just after takeoff, then the engine would surge and ba= ckfire, getting the attention of all witnesses within a mile or two. I can = imagine that they were all mentally formulating what they were going to say= to the FAA investigation team. I was starting to question my decision to g= o rotary, but now have a renewed sense of confidence in the installation. Temperature today was around 50 degrees, even with extended running on the = ground at full throttle, temps maxed out at 145 and148 for oil and coolant= respectively. Throttling back to 16 inches of MP got the temps running aro= und 125. Going to wait until summer to close up my cooling inlets a little. Brian Trubee -----Original Message----- From: bktrub@aol.com To: Rotary motors in aircraft > Sent: Thu, Feb 10, 2011 4:50 pm Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ... Hmm, send money overseas for their oil so that we can increase our trade de= ficit and fund all sorts of socially constipated cultures who might be host= ile to our own, or keep the money here and employ americans? That's a real = head scratcher there. I've got some of the mineral rights in the Bakken, du= e to some forward thinking ranch owning ancestors, so you can imagine what = my feelings on this are. New Drilling Method Opens Vast U.S. Oil Fields Published February 10, 2011 | Associated Press A new drilling technique is opening up vast fields of previously out-of-rea= ch oil in the western United States, helping reverse a two-decade decline i= n domestic production of crude. Companies are investing billions of dollars to get at oil deposits sc= attered across North Dakota, Colorado, Texas and California. By 2015, oil e= xecutives and analysts say, the new fields could yield as much as 2 million= barrels of oil a day -- more than the entire Gulf of Mexico produces now. This new drilling is expected to raise U.S. production by at least 20 perce= nt over the next five years. And within 10 years, it could help reduce oil = imports by more than half, advancing a goal that has long eluded poli= cymakers. "That's a significant contribution to energy security," says Ed Morse, head= of commodities research at Credit Suisse. Oil engineers are applying what critics say is an environmentally questiona= ble method developed in recent years to tap natural gas trapped in undergro= und shale. They drill down and horizontally into the rock, then pump = water, sand and chemicals into the hole to crack the shale and allow gas to= flow up. Because oil molecules are sticky and larger than gas molecules, engineers t= hought the process wouldn't work to squeeze oil out fast enough to make it = economical. But drillers learned how to increase the number of cracks in th= e rock and use different chemicals to free up oil at low cost. "We've compl= etely transformed the natural gas industry, and I wouldn't be surprised if = we transform the oil business in the next few years too," says Aubrey= McClendon, chief executive of Chesapeake Energy, which is using the techni= que. Petroleum engineers first used the method in 2007 to unlock oil from a 25,0= 00-square-mile formation under North Dakota and Montana known as the Bakken= . Production there rose 50 percent in just the past year, to 458,000 barrel= s a day, according to Bentek Energy, an energy analysis firm. It was first thought that the Bakken was unique. Then drillers tapped oil i= n a shale formation under South Texas called the Eagle Ford. Drilling permi= ts in the region grew 11-fold last year. Now newer fields are showing promise, including the Niobrara, which stretch= es under Wyoming, Colorado, Nebraska and Kansas; the Leonard, in New Mexico= and Texas; and the Monterey, in California. "It's only been fleshed out over the last 12 months just how consequential = this can be," says Mark Papa, chief executive of EOG Resources, the company= that first used horizontal drilling to tap shale oil. "And there will be s= everal additional plays that will come about in the next 12 to 18 months. W= e're not done yet." Environmentalists fear that fluids or wastewater from the process, called h= ydraulic fracturing, could pollute drinking water supplies. The Environment= al Protection Agency is now studying its safety in shale drilling. Th= e agency studied use of the process in shallower drilling operations in 200= 4 and found that it was safe. In the Bakken formation, production is rising so fast there is no space in = pipelines to bring the oil to market. Instead, it is being transported to r= efineries by rail and truck. Drilling companies have had to erect camps to = house workers. Unemployment in North Dakota has fallen to the lowest level in the nation, = 3.8 percent -- less than half the national rate of 9 percent. The influx of= mostly male workers to the region has left local men lamenting a lack of w= omen. Convenience stores are struggling to keep shelves stocked with food. The Bakken and the Eagle Ford are each expected to ultimately produce 4 bil= lion barrels of oil. That would make them the fifth- and sixth-biggest oil = fields ever discovered in the United States. The top four are Prudhoe Bay i= n Alaska, Spraberry Trend in West Texas, the East Texas Oilfield and the Ku= paruk Field in Alaska. The fields are attracting billions of dollars of investment from foreign oi= l giants like Royal Dutch Shell, BP and Norway's Statoil, and also from the= smaller U.S. drillers who developed the new techniques like Chesapeake, EO= G Resources and Occidental Petroleum. Last month China's state-owned oil company CNOOC agreed to pay Chesapeake $= 570 million for a one-third stake in a drilling project in the Niobrara. Th= is followed a $1 billion deal in October between the two companies on a pro= ject in the Eagle Ford. With oil prices high and natural-gas prices low, profit margins from produc= ing oil from shale are much higher than for gas. Also, drilling for shale o= il is not dependent on high oil prices. Papa says this oil is cheaper to ta= p than the oil in the deep waters of the Gulf of Mexico or in Canada's oil = sands. The country's shale oil resources aren't nearly as big as the country's sha= le gas resources. Drillers have unlocked decades' worth of natural gas, an = abundance of supply that may keep prices low for years. U.S. shale oil on t= he other hand will only supply one to two percent of world consumption by 2= 015, not nearly enough to affect prices. Still, a surge in production last year from the Bakken helped U.S. oil prod= uction grow for the second year in a row, after 23 years of decline. This d= uring a year when drilling in the Gulf of Mexico, the nation's biggest oil-= producing region, was halted after the BP oil spill. U.S. oil production climbed steadily through most of the last century and r= eached a peak of 9.6 million barrels per day in 1970. The decline since was= slowed by new production in Alaska in the 1980s and in the Gulf of Mexico = more recently. But by 2008, production had fallen to 5 million barrels per = day. Within five years, analysts and executives predict, the newly unlocked fiel= ds are expected to produce 1 million to 2 million barrels of oil per day, e= nough to boost U.S. production 20 percent to 40 percent. The U.S. Energy In= formation Administration estimates production will grow a more modest 500,0= 00 barrels per day. By 2020, oil imports could be slashed by as much as 60 percent, according t= o Credit Suisse's Morse, who is counting on Gulf oil production to rise and= on U.S. gasoline demand to fall. At today's oil prices of roughly $90 per barrel, slashing imports that much= would save the U.S. $175 billion a year. Last year, when oil averaged $78 = per barrel, the U.S. sent $260 billion overseas for crude, accounting for n= early half the country's $500 billion trade deficit. "We have redefined how to look for oil and gas," says Rehan Rashid, an anal= yst at FBR Capital Markets. "The implications are major for the nation." Read more: http://www.foxnews.com/us/2011/02/10/new-drilling-method-opens-v= ast-oil-fields/#ixzz1DZa3M891 -----Original Message----- From: hoursaway1@comcast.net To: Rotary motors in aircraft > Sent: Thu, Feb 10, 2011 4:26 pm Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ... All this was said 40 years ago. """We will be out of oil in twenty years"= "" Coffee is bad for you""" now coffee is good for you & we have more oil = than anyone ever dreamed available + being used many times more efficiently= , the """ones in the know ...do not know!!!! But they can predict the wea= ther 50 years from now. David R. Cook RV6A Rotary= -4 deg. F. Lansing MI. ----- Original Message ----- From: "David Staten" = > To: "Rotary motors in aircraft" > Sent: Thursday, February 10, 2011 2:15:02 AM Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ... Well, I can agree with Lynn for one thing.. Carter was 2nd worst president = ever.... (After Bush 43)... :P Ethanol in fuel was never about efficiency. NEVER. It was about replacing a= very toxic oxygenate (MTBE) with something cleaner burning and less toxic.= Lead in aviation fuel will go the same way.. its inevitable. One plant mak= es the lead that goes in it. They go tits up and the 25 percent of the avia= tion fleet that burns 75 percent of the leaded avgas will be knee-capped br= utally. Biofuel is not exclusively ethanol. Its also HYDROCARBONS synthesized or pr= ocessed from living matter, as opposed to fossil fuels naturally developed = from long dead matter. Its bacteria in a digester/reactor with a feedstock = and a product stream. Ethanol is in cars to reduce smog.. nothing more. Bio= fuels in aircraft do not necessarily have to include ethanol (but it could)= . Ifwe dont start doing more than paying lip service to preserving our enviro= nment, we will have the worlds best military protecting the worlds largest = ecological wasteland. As long as we are overly dependent on fossil fuels, we will be subject to t= he foreign policy of others. Biofuels, Nuclear, Solar, Wind, Hydroelectric.= .. all things that need to be developed further. And if we wait until its t= oo late to transition, our worlds best military will be reduced to throwing= rocks and writing nasty letters, because our turbine powered planes and ta= nks dont run on good intentions. Personally... if we have to burn oil... Why burn mine (ours) when I can bur= n yours (theirs).. I'm not hardly a hairy, stoned, tree hugging hippie, but I do recognize the= ir point.. Dave On Wed, Feb 9, 2011 at 7:24 PM, > wrote: Lynn for President,,,,,,,,,,( might be in central FL this winter, will cont= act, stop & say hi ) David R. Cook RV6A Rotary. ----- Original Message ----- From: Lehanover@aol.com To: "Rotary motors in aircraft" > Sent: Wednesday, February 9, 2011 1:39:57 PM Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ... In a message dated 2/9/2011 12:02:39 P.M. Eastern Standard Time, jwhaley@da= tacast.com writes: Interesting enough, though the scary part is there=92s no mention in the te= xt of AVGAS or GAS =85 only the subject uses the term AVGAS. The text body uses the terms =93unleaded, sustainable general aviation fuel= , credible renewable, unleaded fuel, 'green' fuel and the exclusive use of = biofuel in air show performances." I fear this is another attempt to push = ETHANOL or heavy ethanol-blended fuel. Jeff If you take away government subsidies from the green fuel tree hugger play.= Gasohol would be gone in a month. It takes almost a gallon of fuel to prod= uce a gallon of gasohol. You have to boil it. It is made just like Jack Dan= ials. It is the biggest victory of form over function ever imagined by mankind. The farmers love it because they save money as the kernel quality is lower,= and the water content is higher, and they get government money. The govern= ment pays the oil companies to use it. The oil companies get to displace ac= tual gasoline with the crap for even more profits, and the user pays all of= them extra in taxes so you can get 30% less mileage and performance. But w= ait...........there's more.........Plus the better corn not now being grown= for feed stock plastics and human consumption has boosted the price of tha= t corn. So the farmer profits again. The beef man looses his a__, and you p= ay even higher beef, pork and poultry prices in addition the taxes that sup= port this house of cards. When beef prices get high enough, dairy herds are= thinned at higher rates (younger) and milk production drops. Milk prices g= o up. What to do? Send the entire energy department home. Established in 75 to eliminate our = dependence on offshore oil. Eliminate all farm subsidies. Phase out oil imports to zero over the next 7= years. Drill here. Drill now. We can be cut off at the knees and turned into a 3rd world country by the t= owel heads who hate us. If you don't remember the oil crisis of 74 under th= e (Now) second worst president in this country's history, Jimmy Carter, Loo= k it up. Long lines on odd license number days, or even license number days= for 10 gallons of fuel. The worlds strongest military reduced to writing nasty letters????? If the tree huggers want to live in mud huts, smoke dope, and use gasohol l= et them pay for it with their money not mine. Look up Bakken oil formation. Lynn E. Hanover --_000_2D41F9BF3B5F9842B164AF93214F3D3035729B4BFCDMAIL06FCDATA_ Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable

Since I have been reading and re-reading the EC2/EM= 2 manuals at length as of late, I remember= Tracy describing Mode 3 as akin to replacing the main jets of = a carburetor.  Since, if I understand correctly, the main jet determines how much fuel gets into the = ;carburetor and it determines everything else after it.&= nbsp; This analogy helped me wrap my mind around the initial tu= ning process.

 

So, the first "hose" into the system is adjusted by Mode 3 and= will affect all the other adjustments. It is done at about 22 mp, so at a = pretty good clip. 

 

Mode 2 though adjust the system for the ranges around idle.  I= IRC, around 2000 RPM (not mp), so a fast idle.&nb= sp;

From: Rotary motors in aircraft [flyrotary= @lancaironline.net] on behalf of bktrub@aol.com [bktrub@aol.com]
Sent: Tuesday, February 15, 2011 9:27 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: EC2/ Tracy

-Ok, will do. I thought that Mode 3 was a proportional adjustment. I d= o believe that I had reset the EC2 to the factory resets, but I'll confirm = that.
 
Brian Trubee



= -----Original Message-----
From: Tracy <tracy@rotaryaviation.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Tue, Feb 15, 2011 5:19 am
Subject: [FlyRotary] Re: EC2/ Tracy

First step is= to fully understand how the various modes work.   Mode 3 is a st= ep type adjustment,  not proportional to the Program knob as I think y= ou are implying.  Program knob only sets the direction.  Read instructions carefully.  I would suggest resetting both Mode 3 a= nd 1 to factory defaults first.  See instructions on how to do the res= ets.  Then do Mode 3, then 2 (if needed), then do Mode 1 or 9 whicheve= r seems easiest to you.  The both do the same thing (adjust map table entries) but do it in different ways.  Most builder= s find Mode 9 easier.

Tracy

On Mon, Feb 14, 2011 at 11:24 PM, <bktrub@aol.com<= /a>> wrote:
So at this point I should = go back and set mode three to a very counterclockwise setting, hit the prog= ram button,  and then proceed through mode 2 and then 1 or 9. Yea= h?
 
Brian Trubee



= -----Original Message-----
From: Tracy <tracy@rotaryaviation.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Mon, Feb 14, 2011 6:02 pm
Subject: [FlyRotary] Re: EC2/ Tracy

Hi Brian,
   Looks to me that you started tuning the MAP Table before you d= id the rough tuning of Mode 3 and 2.    Starting with the MA= P Table is the most common mistake builders make with the EC2/3.  = ; This should be the LAST step, not the first.

 Note that everything in the table is a negative value and starts and = ends with it almost at minimum value (-127).   The goal should be= to minimize the number of table values that have to be adjusted away from = the median (default) value of Zero.

Tracy




On Mon, Feb 14, 2011 at 8:14 PM, <bktrub@aol.com> wrote:
For general information pu= rposes, if anyone is interested, here is how my MAP table is set at the mom= ent during GROUND running. Note that I am not completely done tuning, but a= m getting there. Please pipe up anyone if you have any pointers.
 
I have a 2.85/ PSRU, and a 74 Dia x 88 inch pitch prop.The engine will= run down to just under 14 inches of MP at MAP address 7 where it will quit= .At that address, the injector value is -124. I can run the low MP table up= to MAP address 29, where it shows 23.1 inch MP and an injector value of -110. It then switches to the high R= PM table at MAP address of 73, injector value of -115. Staging is at M= AP address 84, MP of 19.1 injector value of -46. I can run the engine up to= MAP address of 105, which shows an injector value of -123, MP of 28.6 on a 30.05 In. of mercury day. That's an RPM of = around 5200, the EM2 shows a HP rating of 160 at that setting.
 
These are from settings that I took off the edit page when I was done = tuning last.
 
Brian Trubee
 


 


Sent: Mon, Feb 14, 2011 1:13 pm
Subject: [FlyRotary] Re: EC2/ Tracy

I tried to address this issue with Mode 6, the adjustable MP threshold= for the lower map table range.  The idea is to have the lowest in-fli= ght MP select the 0 - 31 range and ground condition select the upper range = (32 - 64).   Being successful at this also requires the rpm threshold of the low range be chosen correctly and e= veryone's seems different so it may not be right for your installation sinc= e it is not programmable.   Controllable pitch props also complic= ate this issue, even on carbureted engines.   It's the same situation that causes P51's to fart, pop and belch fire duri= ng this phase of flight.   Everybody thinks that's cool tho....
I've never had the problem myself since I always plan my descents to avoid = windmilling the engine at low throttle (that's not good for the RD-1x drive= ).   It's also a waste of the potential energy in altitude.

But, if the EGT's are the only problem during this condition, I'd ignore it= because you can't damage anything in the engine at this low power setting.=

Tracy


On Sat, Feb 12, 2011 at 1:09 AM, Al Gietzen <ALVentures@cox.= net> wrote:
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana">Relating = to this subject heading; here is an issue that has me wondering.
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana"> 
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana">I tune th= e EC2 MAP table at the low end =96 maybe up to 14-15=94 MAP =96 while on the ground; and then tune above that in flight.  And fre= quently when on rapid descent with throttle pulled well back; the engine al= arm light starts blinking.  It=92s because EGT is exceeding the limit = (I think 1750). Seems strange. I figure must be really rich, and fuel burning at the exhaust port making high EGT.<= /font>
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana"> 
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana">So one da= y I put it in auto tune mode and pull back the throttle on descent, and I n= ote that the mixture in bins 30-31-32 going way to the rich side; I think it was bin 32 that was full rich.  No l= onger a high EGT alarm. Hm-m-m; must be it was really lean there, but why w= ould that make high EGT.
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana"> 
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana">Then I la= nd; and as I pull off the runway the engine is rough and stumbling. Lean ou= t the mixture and it works fine. So I do some auto tuning at low rpm and MAP<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana">, and find it at those low 30=92s bins making it much leaner and get things = running smoothly.
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana"> 
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana">So what= =92s happening here; and is there a fix.  Clearly those bins need to b= e tuned for low rpm and taxi operation.  Why the high EGT on throttle back descent? How do I not get the engine alarm on descent= , and still get to run smoothly on the ground?
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana"> 
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana">Al=
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana"> 
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana"> 
<= span style=3D"FONT-SIZE: 11pt; COLOR: blue; FONT-FAMILY: Verdana"> 
-----Origi= nal Message-----
From: Rotary motors in airc= raft [mailto:flyrotary@lancaironline.net] On Behalf Of Tracy
Sent: Friday, February 11, = 2011 8:04 AM
To: Rotary motors in aircra= ft
Subject: [FlyRotary] Re: EC= 2/ Tracy
 
&= nbsp;Yes, if you decrease the Mode 3 value you will have to increase the ma= p table values across the whole range to compensate.  It's not automat= ic though, you will have to do it manually.  Auto tune would eventually get it adjusted too but that assumes you run the eng= ine at all possible settings for long enough for that to happen.  That= 's why it pays to do Mode 3 first, Mode 2 second and Mode 1 (or 9) 3rd.&nbs= p; Don't ask why I numbered the Modes in that order, I don't have a good answer other than Mode 1 was the one that would= be used most often.  Now Mode 9 is the most often used but Mode 9 did= n't exist in the early days of the EC1/2/3. 

Last thing to do is auto tune for the fine tuning. 

Tracy

On Fri, Feb 11, 2011 a= t 10:09 AM, <bktrub@= aol.com> wrote:
I didn't run out of injector setting range, but am very c= lose. My edit page bar graph is pretty much ony one or two lines high for most of the Map table. I'm also do= wn to values around -120 for most of the addresses. I thought about se= tting mode 3 a bit lower.Iif so, and I then go back and re-tune it to the a= proximate fuel/air settings I have now, does it change the bar graph and the values at each address?
 
Say, for instance, MAP address 80 shows a setting of= -118, and only one line on the bar graph. If I lower the injector setting in mode 3 and re-tune to the same mixture setting, wi= ll the setting be higher than -118 and will the bar graph be higher? It wou= ld be nicer to be closer to the middle values, rather then the bottom (-127= ) or top (+127), so I have more adjustability in the future if I were to need it for some reason. Even tho= ugh it runs nicely now, i'm still up around 8 "o"s on the horizon= tal mixture graph.
 
Brian Trubee
 
-----Original Message-----
From: Tracy <tracy@rotaryaviation.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Fri, Feb 11, 2011 6:38 am
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ...
turns out it = was running really rich on the factory EC2 settings. I went to auto tune an= d the injector settings went way down, all the way up and down the map table.

Glad you got it running better Brian.   When you run into the sit= uation you mentioned above, the first thing you should do is adjust the Inj= ector Flow Rate (Mode 3).  That will adjust the mixture at ALL throttl= e settings and is a lot easier than resetting the entire MAP Table.  But as long as you don't run out of range on the M= AP Table adjustments, what you did will work OK.

Tracy

On Thu, Feb 10, 2011 at 8:06 PM, <bktrub@aol.com> wrote:
And on to brighter news. I went out today, did some tunin= g on my plane, turns out it was running really rich on the factory EC2 settings. I went to auto tune and the injector set= tings went way down, all the way up and down the map table. Had to do a lit= tle fine tuning, and especially at the staging point, had to richen it up t= here, at bin # 84. I would have taken it up for a flight, but had other appointments. It was a glorious da= y for flying, but a test will have to wait for the next nice day here = in Seattle.Previous flights went OK until just after takeoff, then the engi= ne would surge and backfire, getting the attention of all witnesses within a mile or two. I can imagine that th= ey were all mentally formulating what they were going to say to the FAA inv= estigation team. I was starting to question my decision to go rotary, but n= ow have a renewed sense of confidence in the installation.
 
Temperature today was around 50 degrees, even with extend= ed running on the ground at full throttle, temps maxed out at  145 and148 for oil and coolant respectively. Throttling= back to 16 inches of MP got the temps running around 125. Going to wait un= til summer to close up my cooling inlets a little.
 
Brian Trubee
 
-----Original Message-----
From: bktrub@aol.com
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Thu, Feb 10, 2011 4:50 pm
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ...

= Hmm, send money overseas for their oil so that we can increase our trade de= ficit and fund all sorts of socially constipated cultures who might be hostile to our own, or keep the money here and employ america= ns? That's a real head scratcher there. I've got some of the mineral rights= in the Bakken, due to some forward thinking ranch owning ancestors, so you= can imagine what my feelings on this are.

=  

= New Drilling Method Opens Vast U.S. Oil Fields

Published February 10, 2011
| Associated Press
A new drilling technique is opening up vast fields of pr= eviously out-of-reach oil in the western United States, helping reverse a two-decade decline in domestic production of cru= de.
Companies are investing billions of dollars to get at oil deposits scattered across N= orth Dakota, Colorado, Texas and California. By 2015, oil executives and an= alysts say, the new fields could yield as much as 2 million barrels of oil = a day -- more than the entire Gulf of Mexico produces now.
This new drilling is expected to raise U.S. production b= y at least 20 percent over the next five years. And within 10 years, it could help reduce oil imports by more than half, advancing a goal that has long eluded policy= makers.
"That's a significant contribution to energy securi= ty," says Ed Morse, head of commodities research at Credit Suisse.
Oil engineers are applying what critics say is an enviro= nmentally questionable method developed in recent years to tap natural gas trapped in underground shale. They drill down and= horizontally into the rock, then pump water, sand and chemicals into the hole to crack the shale and all= ow gas to flow up.
Because oil molecules are sticky and larger than gas mol= ecules, engineers thought the process wouldn't work to squeeze oil out fast enough to make it economical. But drillers le= arned how to increase the number of cracks in the rock and use different ch= emicals to free up oil at low cost. "We've completely transformed the = natural gas industry, and I wouldn't be surprised if we transform the oil business in the next few years too," says Aubrey McClendon, chief = executive of Chesapeake Energy, which is using the technique.=
Petroleum engineers first used the method in 2007 to unl= ock oil from a 25,000-square-mile formation under North Dakota and Montana known as the Bakken. Production there rose = 50 percent in just the past year, to 458,000 barrels a day, according to Be= ntek Energy, an energy analysis firm.
It was first thought that the Bakken was unique. Then dr= illers tapped oil in a shale formation under South Texas called the Eagle Ford. Drilling permits in the region grew 11-= fold last year.
Now newer fields are showing promise, including the Niob= rara, which stretches under Wyoming, Colorado, Nebraska and Kansas; the Leonard, in New Mexico and Texas; and the Montere= y, in California.
"It's only been fleshed out over the last 12 months= just how consequential this can be," says Mark Papa, chief executive of EOG Resources, the company that first used horizontal d= rilling to tap shale oil. "And there will be several additional plays = that will come about in the next 12 to 18 months. We're not done yet."=
Environmentalists fear that fluids or wastewater from th= e process, called hydraulic fracturing, could pollute drinking water supplies. The Environmental Protection Agency is no= w studying its safety in shale drilling. The agency studied use of the process in shal= lower drilling operations in 2004 and found that it was safe.=
In the Bakken formation, production is rising so fast th= ere is no space in pipelines to bring the oil to market. Instead, it is being transported to refineries by rail and truc= k. Drilling companies have had to erect camps to house workers.
Unemployment in North Dakota has fallen to the lowest le= vel in the nation, 3.8 percent -- less than half the national rate of 9 percent. The influx of mostly male workers to = the region has left local men lamenting a lack of women. Convenience stores= are struggling to keep shelves stocked with food.
The Bakken and the Eagle Ford are each expected to ultim= ately produce 4 billion barrels of oil. That would make them the fifth- and sixth-biggest oil fields ever discovered in= the United States. The top four are Prudhoe Bay in Alaska, Spraberry Trend= in West Texas, the East Texas Oilfield and the Kuparuk Field in Alaska.
The fields are attracting billions of dollars of investm= ent from foreign oil giants like Royal Dutch Shell, BP and Norway's Statoil, and also from the smaller U.S. drillers wh= o developed the new techniques like Chesapeake, EOG Resources and Occidenta= l Petroleum.
Last month China's state-owned oil company CNOOC agreed = to pay Chesapeake $570 million for a one-third stake in a drilling project in the Niobrara. This followed a $1 billion de= al in October between the two companies on a project in the Eagle Ford.
With oil prices high and natural-gas prices low, profit = margins from producing oil from shale are much higher than for gas. Also, drilling for shale oil is not dependent on high= oil prices. Papa says this oil is cheaper to tap than the oil in the deep = waters of the Gulf of Mexico or in Canada's oil sands.
The country's shale oil resources aren't nearly as big a= s the country's shale gas resources. Drillers have unlocked decades' worth of natural gas, an abundance of supply that m= ay keep prices low for years. U.S. shale oil on the other hand will only su= pply one to two percent of world consumption by 2015, not nearly enough to = affect prices.
Still, a surge in production last year from the Bakken h= elped U.S. oil production grow for the second year in a row, after 23 years of decline. This during a year when drilling= in the Gulf of Mexico, the nation's biggest oil-producing region, was halt= ed after the BP oil spill.
U.S. oil production climbed steadily through most of the= last century and reached a peak of 9.6 million barrels per day in 1970. The decline since was slowed by new production in= Alaska in the 1980s and in the Gulf of Mexico more recently. But by 2008, = production had fallen to 5 million barrels per day.
Within five years, analysts and executives predict, the = newly unlocked fields are expected to produce 1 million to 2 million barrels of oil per day, enough to boost U.S. produc= tion 20 percent to 40 percent. The U.S. Energy Information Administration e= stimates production will grow a more modest 500,000 barrels per day.=
By 2020, oil imports could be slashed by as much as 60 p= ercent, according to Credit Suisse's Morse, who is counting on Gulf oil production to rise and on U.S. gasoline demand= to fall.
At today's oil prices of roughly $90 per barrel, slashin= g imports that much would save the U.S. $175 billion a year. Last year, when oil averaged $78 per barrel, the U.S. sent= $260 billion overseas for crude, accounting for nearly half the country's = $500 billion trade deficit.
"We have redefined how to look for oil and gas,&quo= t; says Rehan Rashid, an analyst at FBR Capital Markets. "The implications are major for the nation."

Read more: http://www.fox= news.com/us/2011/02/10/new-drilling-method-opens-vast-oil-fields/#ixzz1DZa3= M891

 
-----Original Message-----
From: hoursaway= 1@comcast.net
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Thu, Feb 10, 2011 4:26 pm
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ...
All this was said 40 years ago.=    """We will be out of oil in twenty years"&= quot;"  Coffee is bad for you""" now coffee is goo= d for you & we have more oil than anyone ever dreamed available + being used many times more efficiently= ,  the """ones in the know ...do not know!!!! &nbs= p;But they can predict the weather 50 years from now.   &nbs= p;            &= nbsp;       David R. Cook   RV6A&nb= sp; Rotary  -4 deg. F. Lansing MI.
----- Original Message -----
From: "David Staten" <david.staten@gmail.com>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Thursday, February 10, 2011 2:15:02 AM
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ...
Well, I can agree with Lynn for one thing.. Carter was 2n= d worst president ever.... (After Bush 43)...  :P
 
Ethanol in fuel was never about efficiency. NEVER. It was= about replacing a very toxic oxygenate (MTBE) with something cleaner burning and less toxic. Lead in aviation fuel will = go the same way.. its inevitable. One plant makes the lead that goes in&nbs= p;it. They go tits up and the 25 percent of the aviation fleet that burns 7= 5 percent of the leaded avgas will be knee-capped brutally.
 
Biofuel is not exclusively ethanol. Its also HYDROCARBONS= synthesized or processed from living matter, as opposed to fossil fuels naturally developed from long dead matter. Its = bacteria in a digester/reactor with a feedstock and a product stream. Ethan= ol is in cars to reduce smog.. nothing more. Biofuels in aircraft do not ne= cessarily have to include ethanol (but it could).
 
Ifwe dont start doing more than paying lip service to pre= serving our environment, we will have the worlds best military protecting the worlds largest ecological wasteland. <= /font>
 
As long as we are overly dependent on fossil fuels, = we will be subject to the foreign policy of others. Biofuels, Nuclear, Solar, Wind, Hydroelectric... all things that need to b= e developed further. And if we wait until its too late to transition, our w= orlds best military will be reduced to throwing rocks and writing nasty let= ters, because our turbine powered planes and tanks dont run on good intentions.

Personally... if we have to burn oil... Why burn mine (ours) when I ca= n burn yours (theirs)..
 
I'm not hardly a hairy, stoned, tree hugging hippie, but = I do recognize their point..
 
Dave
 
 
On Wed, Feb 9, 2011 at 7:24 PM, <hoursaway1@comcast.net> wrote:
Lynn for President,,,,,,,,,,( might = be in central FL this winter, will contact, stop & say hi )  = David R. Cook  RV6A   Rotary.
----- Original Message -----
From: Lehanover@aol.= com
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Wednesday, February 9, 2011 1:39:57 PM
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ...
In a message dated 2/9/2011 12:02:39 P.M. Eastern Standar= d Time, jwhaley@datacast.= com writes:
Interesting enough, though the scary part = is there=92s no mention in the text of AVGAS or GAS =85 only the subject uses the term AVGAS.
The text body uses the terms =93unleaded, sustainable general aviation fuel, credible renewable= , unleaded fuel, 'green' fuel and the exclusive use of biofuel in air show = performances."  I fear this is another attempt to push ETHANOL or heavy ethanol-blended fu= el.
Jeff
If you take away government subsidies from the green fuel= tree hugger play. Gasohol would be gone in a month. It takes almost a gallon of fuel to produce a gallon of gasohol. = You have to boil it. It is made just like Jack Danials.
 
It is the biggest victory of form over function ever imag= ined by mankind.
 
The farmers love it because they save money as the kernel= quality is lower, and the water content is higher, and they get government money. The government pays the oil compani= es to use it. The oil companies get to displace actual gasoline with the cr= ap for even more profits, and the user pays all of them extra in taxes so y= ou can get 30% less mileage and performance. But wait...........there's more.........Plus the better corn = not now being grown for feed stock plastics and human consumption has boost= ed the price of that corn. So the farmer profits again. The beef man looses= his a__, and you pay even higher beef, pork and poultry prices in addition the taxes that support this hous= e of cards. When beef prices get high enough, dairy herds are thinned at hi= gher rates (younger) and milk production drops. Milk prices go up.
 
What to do? 
 
Send the entire energy department home. Established in 75= to eliminate our dependence on offshore oil.
 
Eliminate all farm subsidies. Phase out oil imports to ze= ro over the next 7 years. Drill here. Drill now.
 
We can be cut off at the knees and turned into a 3rd worl= d country by the towel heads who hate us. If you don't remember the oil crisis of 74 under the (Now) second worst presi= dent in this country's history, Jimmy Carter, Look it up. Long lines on odd= license number days, or even license number days for 10 gallons of fuel.
 
The worlds strongest military reduced to writing nasty le= tters????? 
 
If the tree huggers want to live in mud huts, smoke dope,= and use gasohol let them pay for it with their money not mine.
 
Look up Bakken oil formation.
 
Lynn E. Hanover 
 
 
 



--_000_2D41F9BF3B5F9842B164AF93214F3D3035729B4BFCDMAIL06FCDATA_--