Received-SPF: pass
 receiver=logan.com; client-ip=209.85.198.239; envelope-from=rwstracy@gmail.com
DomainKey-Signature: a=rsa-sha1; c=nofws;
        d=gmail.com; s=gamma;
        h=message-id:date:from:sender:to:subject:mime-version:content-type
         :x-google-sender-auth;
        b=eH5C3O8ssOVESzZV4SRiMWpJAi4BO8MjcwKOOecm2VzO5tABjiRcnUCbHa6Q7KfLWm
         A/3TDp26KF+zggRWrsOkRj3nI1F2Mtz0muWB+veXUZ29FZ+Fnp3wPibRcybCjkmtL2T5
         sfcklOX0JCV7hYreGEWP470aRhwhNGVAHes+0=
Message-ID: <1b4b137c0810110948m3e7feebdvf0fcedb9a24be314@mail.gmail.com>
Date: Sat, 11 Oct 2008 12:48:46 -0400
From: "Tracy Crook" <tracy@rotaryaviation.com>
Sender: rwstracy@gmail.com
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Subject: Re: [FlyRotary] EC2 test Mode Alert
MIME-Version: 1.0
Content-Type: multipart/alternative; 
	boundary="----=_Part_104649_5717607.1223743726315"

------=_Part_104649_5717607.1223743726315
Content-Type: text/plain; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit
Content-Disposition: inline

While discussing a recent EC2 problem with a builder, the reason for an
upsurge in controller chip failures finally came to light.

I had noticed that chip failures had suddenly skyrocketed after the addition
of the test modes.  Here's what I think is happening (confirmed in at least
one case).

   The instruction manual cautions that the when performing the ignition
diagnostic (in Mode 8), coil spark plug leads must be terminated with a
sparkplug and that the plug body must be grounded to the engine block.   If
the lead is just left hanging or if the sparkplug falls off the block, the
30-40 KV pulse will find a way to go somewhere and if that somewhere is
wiring that leads back to the EC2, Bad Things happen.  Even if the spark
plug lead does not arc externally, it can arc internally in the coil module,
possibly damaging both the coil and/or what it is hooked to (the EC2).  Even
worse, the Bad Things are totally random and not be easily diagnosed over
the phone.  Program memory in the EC2 is sometimes corrupted with extremely
confusing results.

Also worth mentioning is the change to the Mode 1 injector diagnostics.  It
is now required that you turn the cold start switch ON to enter this test
mode.   Too many builders were leaving the Mode switch in Mode 1  then
hitting the Store switch to prime the engine on their next engine start.
This of course immediately floods the engine when injector test mode kicks
in.  The extra step of turning on Cold Start helps avoid this (hopefully).
Note that Cold Start is almost never used in all but the coldest weather now
that Primer Mode is the recommended cold start procedure.

Tracy

------=_Part_104649_5717607.1223743726315
Content-Type: text/html; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit
Content-Disposition: inline

<div dir="ltr"><div>While discussing a recent EC2 problem with a builder, the reason for an upsurge in controller chip failures finally came to light.</div>
<div>&nbsp;</div>
<div>I had noticed that chip failures had suddenly skyrocketed after the addition of the test modes.&nbsp;&nbsp;Here&#39;s what I think is happening (confirmed in at least one case).</div>
<div>&nbsp;</div>
<div>&nbsp;&nbsp; The instruction manual cautions that the when performing the ignition diagnostic (in Mode 8), coil&nbsp;spark plug leads must be terminated with a sparkplug and that the plug body must be grounded to the engine block.&nbsp;&nbsp; If the lead is just left hanging or if the sparkplug falls off the block, the 30-40 KV pulse will find a way to go somewhere and if that somewhere is wiring that leads back to the EC2, Bad Things happen.&nbsp;&nbsp;Even if the spark plug lead does not arc externally, it can arc internally&nbsp;in the coil module, possibly damaging both the coil&nbsp;and/or what it is hooked to (the EC2). &nbsp;Even worse, the Bad Things are totally random and not be easily diagnosed over the phone.&nbsp;&nbsp;Program memory in the EC2 is sometimes corrupted with extremely confusing results.</div>

<div>&nbsp;</div>
<div>Also worth mentioning is the change to the Mode 1 injector diagnostics.&nbsp; It is now required that you turn the cold start switch ON to enter this test mode.&nbsp;&nbsp; Too many builders were leaving the Mode switch in Mode 1&nbsp; then hitting the Store switch to prime the engine on their next engine start.&nbsp; This of course immediately floods the engine when injector test mode kicks in.&nbsp; The extra step of turning on Cold Start helps avoid this (hopefully).&nbsp;&nbsp; Note that Cold Start is almost never used in all but the coldest weather now that Primer Mode is the recommended cold start procedure.</div>

<div>&nbsp;</div>
<div>Tracy</div>
<div>&nbsp;</div>
<div>&nbsp;</div></div>

------=_Part_104649_5717607.1223743726315--