Ok,
Mike
Yes, it does. I
just wanted to check and make certain there was no correlation between your
ignition check and corruptions and was not certain you were or were not
performing the ignition check.
Adding a small
capacitor if a fairly inexpensive ($$ and Time) attempt at a fix
{:>). Since it sounds like you are 99.99% it is not a wiring or loose
pin problem, that leaves two or three
possibilities;
- The wire used to remove the
switches does add a larger “antenna” length to the switches – which
would enhance noise reception/
- The switch debounce may be
effected by remoting which might make problem 1. even worst (if it
exists)
- Some problem inside the
EC2
The 0.01 ufd cap
could affect either condition 1 or 2 – so will be interested in hearing the
results
Good
Luck
Ed
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Mike Wills
Sent: Saturday, July 04, 2009 11:38
AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Ignition Check??
Re: frustrating couple of days
I was not clear in my description
of when the problem seems to be occuring. So to
clarify:
In my normal tuning of the
EC2 I never mess with the B controller. And have never noted a problem with
corruption of EC2 data. When I began flight testing back in February thats
when the problem began to occur. After 3 instances I stopped
flying.
I decided it was about time
to resume flight test last weekend after 4 months of mods and ground
running without any problems. On saturday I flipped to the B controller just
to see if it was OK and the
engine died. This was not immediately preceeding a planned flight and I did
not perform an ignition check. Over the course of the weekend I had a total of
4 cases of corrupt data. Three times there was an undefined problem on B that
prevented the engine from running and one case where the A staging point got
corrupted. The ONLY difference between these 4 cases of failure and the
previous 4 months of failure free testing was the selection of the B
controller. I never tested the ignition.
These 4 failures occured
over the course of approximately 25 engine starts and a total run time of
about 2.5 hours this past weekend. For each engine start I toggled back and
forth between A and B multiple times at various RPM settings. I estimate
around 100 operations of the A/B switch resulting in 4 failures. The
definition of intermittent.
Does this clarify? BTW, I am going
to take your advice and add a .01uf cap on the A/B input. What have I got to
lose at this point?
----- Original Message -----
Sent: Friday,
July 03, 2009 8:39 PM
Subject:
[FlyRotary] Ignition Check?? Re: frustrating couple of
days
Mike,
I could not help
but wonder that when you were unsuccessfully attempting to replicate
you B controller problem by switching back and forth - did you also try your
ignition check while in B? You mentioned that you normally made
an ignition check with controller B on in preparation for flight.
However, you did not indicate that you were making such a check when you
were trying to duplicate the problem.
IF you did not,
then I would suggest that you again try to duplicate the problem by
switching from A to B, but include the ignition check while in B. Do
it a few times and see whether or not B gets
corrupted.
Ed
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Mike Wills
Sent: Friday, July 03, 2009 10:59
PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: frustrating
couple of days
My staging point is set at 18"
which ends up being around 3300RPM. So far I still havent been able to prove
for certain that the corruption is linked to switching A > B, much less
determine that it only happens above or below the staging
point.
All 4 of my injectors are the
same - checked them all with an ohmmeter. They are all of the type that does
not require an external resistor.
----- Original Message -----
Sent:
Friday, July 03, 2009 9:13 AM
Subject:
[FlyRotary] Re: frustrating couple of
days
Mike,
Is 3000 rpm above
your staging point? If the corruption of the controller only happens
when changing from A to B above the staging point, check to see if one or
both secondary injectors have lower resistance than
specified.
Steve
Boese
-----Original
Message-----
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Mike Wills
Sent: Friday, July 03, 2009 9:50 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: frustrating
couple of days
Thanks for the
offer and the input. Swapping my EC into your plane would be a desperation
last move due to all of the hassles involved. And as you say would not
necessarily prove anything.
I said it happens
when I'm preparing to fly, but that isnt entirely accurate. It would be
more accurate to say that in the past it has happened only when
I have switched to the back-up controller which usually
occurs in prep for flight. This past weekend I had fired it up and
taxied down to EAA for lunch. After lunch I taxied back to my hangar and
prior to shutting down I ran the engine up to about 3000 RPM and switched
to the B controller. The engine died and I had to copy the A program to B
to get it to run on B. Switching to B was the only pre takeoff
checklist item I performed.
I think about the
only thing you hit on here that might be related is heat. But hard to say
without more instances of failure and a way to link cause and
effect. On saturday when the engine quit on B the engine was
completely cowled. On sunday when I had the second instance of an engine
quitting on B, the upper cowl was off but the lower was on. When the
staging point was lost the upper was off, lower on. Yesterday when the
engine quit on the first attempt at switching to B the engine was
completely uncowled. Maybe I'll run it up a few more times today uncowled
and if it works OK, try putting
the cowl back on and see if I can induce failure. Doesnt seem likely
though that anything under cowl could cause this sort of
problem.
This may all have
to wait until Tracy weighs in with his opinion. I'm not
inclined to make drastic changes until I hear from
him.
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