X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.120] verified) by logan.com (CommuniGate Pro SMTP 5.2.8) with ESMTP id 3208944 for flyrotary@lancaironline.net; Sat, 11 Oct 2008 13:01:26 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.120; envelope-from=eanderson@carolina.rr.com Received: from computername ([75.191.186.236]) by cdptpa-omta04.mail.rr.com with ESMTP id <20081011170049.ZORO19036.cdptpa-omta04.mail.rr.com@computername> for ; Sat, 11 Oct 2008 17:00:49 +0000 From: "Ed Anderson" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: EC2 test Mode Alert Date: Sat, 11 Oct 2008 13:00:51 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000C_01C92BA1.63F15860" X-Mailer: Microsoft Office Outlook, Build 11.0.5510 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 Thread-Index: AckrwVC8raA35s6vSw6bChVS1xfjsQAAIcqg In-Reply-To: Message-Id: <20081011170049.ZORO19036.cdptpa-omta04.mail.rr.com@computername> This is a multi-part message in MIME format. ------=_NextPart_000_000C_01C92BA1.63F15860 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Yes, much to my embarrassment, while at a Rotary Round up. We decided to compare the exhaust notes of a two rotor (mine) with Tracy's new 3 rotor. I hopped in my aircraft hit the prime switch and cranked and cranked and cranked - well, it finally started before battery exhaustion and I could not figure out what the problem was even after discussing it with Tracy. It acted as if the engine had been flooded, but I could figure out how that could possibly have happened. Well, you know the rest. It was not until sitting around the campfire that night drinking beer and telling lie. stories, that I mentioned hitting the prime button in mode 1 before attempting to start starting - whereupon Tracy's head spun around (not completely) to stare at me which immediately (telepathy I guess) lead me to realize I had hit the injector simulation mode with two high pressure pumps running. NO wonder it flooded. Fortunately, having "Plugs Up" the excess fuel pour out the exhaust ports on the bottom and it eventually started. Yes, I had been flying with the Ec2 in mode 1 as I sometimes fiddle with the map settings as I fly - and I had left it in mode one and neglected to move it to mode 0 when I hit the prime (program button). So thanks, Tracy for making that change. Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.dmack.net/mazda/index.html _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Tracy Crook Sent: Saturday, October 11, 2008 12:49 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: EC2 test Mode Alert 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 ------=_NextPart_000_000C_01C92BA1.63F15860 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Yes, much to my embarrassment, = while at a Rotary Round up.  We decided to compare the exhaust notes of a two = rotor (mine) with Tracy’s new 3 rotor.  I hopped in my aircraft hit the prime switch and = cranked and cranked and cranked – well, it finally started before battery = exhaustion and I could not figure out what the problem was even after discussing it = with Tracy. It acted as if the engine had been flooded, but I could figure out how = that could possibly have happened.  Well, you know the rest.  =

 

It was not until sitting around the campfire that night drinking beer and  telling lie… stories, = that I mentioned hitting the prime button in mode 1 before attempting to start = starting – whereupon Tracy’s head spun around (not completely) to = stare at me which immediately (telepathy I guess) lead me to realize I had hit = the injector  simulation mode with two high pressure pumps running. NO = wonder it flooded.  Fortunately, having “Plugs Up” the excess = fuel pour out the exhaust ports on the bottom and it eventually = started.

 

Yes, I had been flying with the Ec2 = in mode 1 as I sometimes fiddle with the map settings as I fly – and = I had left it in mode one and neglected to move it to mode 0 when I hit the = prime (program button).

 

So thanks, Tracy for making that = change.

 

Ed

 

Ed Anderson

Rv-6A N494BW Rotary = Powered

Matthews, NC

eanderson@carolina.rr.com=

http://www.andersonee.com

http://members.cox.net/rogersda/rotary/configs.htm#N494BW

http://www.dmack.net/mazda/index.html<= font size=3D2 face=3DArial>

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Tracy Crook
Sent: Saturday, October = 11, 2008 12:49 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = EC2 test Mode Alert

 

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

 

 

------=_NextPart_000_000C_01C92BA1.63F15860--