X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-ww0-f50.google.com ([74.125.82.50] verified) by logan.com (CommuniGate Pro SMTP 5.4c2o) with ESMTPS id 4871218 for flyrotary@lancaironline.net; Tue, 15 Feb 2011 12:14:58 -0500 Received-SPF: pass receiver=logan.com; client-ip=74.125.82.50; envelope-from=rwstracy@gmail.com Received: by wwf26 with SMTP id 26so384294wwf.7 for ; Tue, 15 Feb 2011 09:14:23 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:sender:in-reply-to:references:date :x-google-sender-auth:message-id:subject:from:to:content-type; bh=1i71Da8CvI81qKras4ZS3gp5N9DWrGl5SqdBehfDSXE=; b=oOhNed0Gzcac0UjhpzxX9s9WYGNz8p5YzXvQ7jbIO6lfYwLMteOdph/mCRrG0uI+Zm N1UZXlEfLkLq57jeO/FM3UwAZDK7hsu+rDnY7/O1KQqbvnkJ9TNr+UcCnlkFuj7n0hD3 tkPl5cqxU0pwDAFOqV5UHo+yINDfPZUQbxX1w= 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=dxLGFU5Cj1PCsAC1EGr1JgkuUPj0ppCAHvxyuSEW/kYaHhJmskifHEwItDZ+isKCfv LZ2Ya2VdXC4j9LbfCPa4cV9sVyePrMtUUaczZmV4OLHP+HlJWPPUojU48g/Jd61AZEf+ 5M4AudW6JYh3RRIIIkIXT3beaMN7Id3AmXfiM= MIME-Version: 1.0 Received: by 10.216.9.74 with SMTP id 52mr5018610wes.87.1297790062483; Tue, 15 Feb 2011 09:14:22 -0800 (PST) Sender: rwstracy@gmail.com Received: by 10.216.59.65 with HTTP; Tue, 15 Feb 2011 09:14:22 -0800 (PST) In-Reply-To: References: Date: Tue, 15 Feb 2011 12:14:22 -0500 X-Google-Sender-Auth: 9Fcpn5RH0FYXm1WAxR6UD_qaumc Message-ID: Subject: Re: [FlyRotary] Re: EC2/ Tracy From: Tracy To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=0016364d1b99aad9fd049c554bb3 --0016364d1b99aad9fd049c554bb3 Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable The idea I was trying to get across with the Mode 3 / main jet analogy is that the main jet affects mixture more at high throttle (adjust at 24 - 30 = " Hg. MP) and Mode 2 is like the idle jet and affects the low end more tha= n the high end. Adjust Mode 2 at the minimum MP that your engine will run at. That will vary depending on gear ratio, prop installed, etc. Tracy On Tue, Feb 15, 2011 at 10:39 AM, Chris Barber w= rote: > Since I have been reading and re-reading the EC2/EM2 manuals at length a= s > 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. 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 affec= t > 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. IIRC, around > 2000 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 > believe 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 yo= u > are implying. Program knob only sets the direction. Read instructions > carefully. I would suggest resetting both Mode 3 and 1 to factory defaul= ts > first. See instructions on how to do the resets. Then do Mode 3, then 2 > (if needed), then do Mode 1 or 9 whichever seems easiest to you. The bot= h > do the same thing (adjust map table entries) but do it in different ways. > Most builders find Mode 9 easier. > > Tracy > > On Mon, Feb 14, 2011 at 11:24 PM, wrote: > >> So at this point I should go back and set mode three to a very >> counterclockwise setting, hit the program button, and then proceed thro= ugh >> 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 >> rough tuning of Mode 3 and 2. Starting with the MAP Table is the most >> common mistake builders make with the EC2/3. This should be the LAST s= tep, >> not the first. >> >> Note that everything in the table is a negative value and starts and en= ds >> 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, wrote: >> >>> For general information purposes, if anyone is interested, here is ho= w >>> my MAP table is set at the moment during GROUND running. Note that I am= not >>> completely done tuning, but am 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 RPM table at MAP address of 73, inje= ctor >>> 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 inje= ctor >>> 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 >>> >>> >>> >>> >>> >>> >>> -----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-fligh= t 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 everyone's seems different so it may not = be >>> right for your installation since it is not programmable. Controllabl= e >>> pitch props also complicate this issue, even on carbureted engines. I= t's >>> the same 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 R= D-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 ignor= e >>> 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 >>>> while on the ground; and then tune above that in flight. And frequent= ly >>>> when on rapid descent with throttle pulled well back; the engine alarm= light >>>> starts blinking. It=92s because EGT is exceeding the limit (I think 1= 750). >>>> Seems strange. I figure must be really rich, and fuel burning at the e= xhaust >>>> 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 t= uning >>>> at low rpm and MAP, and find it at those low 30=92s bins making it muc= h >>>> leaner and get things running smoothly. >>>> >>>> So what=92s happening here; and is there a fix. Clearly those bins ne= ed >>>> to be tuned for low rpm and taxi operation. Why the high EGT on throt= tle >>>> back descent? How do I not get the engine alarm on descent, and still = get to >>>> run 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 table values across the whole range to compensate. It's not autom= atic >>>> though, you will have to do it manually. Auto tune would eventually g= et it >>>> adjusted too but that assumes you run the engine at all possible setti= ngs >>>> for long enough for that to happen. That's why it pays to do Mode 3 f= irst, >>>> Mode 2 second and Mode 1 (or 9) 3rd. Don't ask why I numbered the Mod= es in >>>> that order, I don't have a good answer other than Mode 1 was the one t= hat >>>> would be used most often. Now Mode 9 is the most often used but Mode = 9 >>>> didn'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 at 10:09 AM, wrote: >>>> I didn't run out of injector setting range, but am very close. My edi= t >>>> page bar graph is pretty much ony one or two lines high for most of th= e Map >>>> table. I'm also down to values around -120 for most of the addresses. >>>> I thought about setting mode 3 a bit lower.Iif so, and I then go back = and >>>> re-tune it to the aproximate fuel/air settings I have now, does it cha= nge >>>> 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 a= nd >>>> re-tune to the same mixture setting, will the setting be higher than -= 118 >>>> and will the bar graph be higher? It would be nicer to be closer to th= e >>>> 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 nicely now, i'm still up around 8 "o"s on the horizonta= l >>>> 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 Beari= ng >>>> ... 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 situatio= n >>>> you mentioned above, the first thing you should do is adjust the Injec= tor >>>> Flow Rate (Mode 3). That will adjust the mixture at ALL throttle sett= ings >>>> and is a lot easier than resetting the entire MAP Table. But as long = as you >>>> don't run out of range on the MAP Table adjustments, what you did will= work >>>> OK. >>>> >>>> Tracy >>>> >>>> On Thu, Feb 10, 2011 at 8:06 PM, wrote: >>>> And on to brighter news. I went out today, did some tuning on my >>>> plane, turns out it was running really rich on the factory EC2 setting= s. I >>>> went to auto tune and the injector settings went way down, all the way= up >>>> and down the 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 hav= e >>>> taken it up for a flight, but had other appointments. It was a gloriou= s day >>>> 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 en= gine >>>> would surge and backfire, getting the attention of all witnesses withi= n a >>>> mile or two. I can imagine that they were all mentally formulating wha= t they >>>> were going to say to the FAA investigation team. I was starting to que= stion >>>> my decision to go rotary, but now have a renewed sense of confidence i= n the >>>> installation. >>>> >>>> Temperature today was around 50 degrees, even with extended running o= n >>>> the ground at full throttle, temps maxed out at 145 and148 for oil an= d >>>> coolant respectively. Throttling back to 16 inches of MP got the temps >>>> running around 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 Beari= ng >>>> ... back ... >>>> *Hmm, send money overseas for their oil so that we can increase our >>>> trade deficit and fund all sorts of socially constipated cultures who = might >>>> be hostile to our own, or keep the money here and employ americans? Th= at'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 ca= n >>>> 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-reach oil in the western United States, helping reverse a two-d= ecade >>>> decline in domestic production of crude. >>>> Companies are investingbillions of dollars to get at oil deposi= ts scattered across North Dakota, >>>> Colorado, Texas and California. By 2015, oil executives and analysts s= ay, >>>> 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 >>>> percent over the next five years. And within 10 years, it could help r= educe >>>> oil importsby more than half, advancing a goal that has long elu= ded policymakers. >>>> "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 >>>> questionable method developed in recent years to tap natural gas trapp= ed in >>>> underground shale. They drill down and horizontally into the rock, the= n >>>> pumpwater, sand and chemicals into the hole to crack the shale a= nd allow gas to >>>> flow up. >>>> Because oil molecules are sticky and larger than gas molecules, >>>> engineers thought the process wouldn't work to squeeze oil out fast en= ough >>>> to make it economical. But drillers learned how to increase the number= of >>>> cracks in the rock and use different chemicals to free up oil at low c= ost. >>>> "We've completely transformed the natural gas industry, and I wouldn't= be >>>> surprised if we transform the oil businessin 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 unlock oil from = a >>>> 25,000-square-mile formation under North Dakota and Montana known as t= he >>>> Bakken. Production there rose 50 percent in just the past year, to 458= ,000 >>>> barrels a day, according to Bentek Energy, an energy analysis firm. >>>> It was first thought that the Bakken was unique. Then drillers tapped >>>> oil in a shale formation under South Texas called the Eagle Ford. Dril= ling >>>> permits in the region grew 11-fold last year. >>>> Now newer fields are showing promise, including the Niobrara, which >>>> stretches under Wyoming, Colorado, Nebraska and Kansas; the Leonard, i= n 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 shal= e oil. >>>> "And there will be several additional plays that will come about in th= e next >>>> 12 to 18 months. We're not done yet." >>>> Environmentalists fear that fluids or wastewater from the process, >>>> called hydraulic fracturing, could pollute drinking water supplies. Th= e >>>> Environmental Protection Agency is now studying its safetyin sha= le drilling. The agency studied use of the process in shallower >>>> drilling operations in 2004 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 refineries by rail and truck. Drilling companies have h= ad 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 lamenti= ng a >>>> lack of women. Convenience stores are struggling to keep shelves stock= ed >>>> with food. >>>> The Bakken and the Eagle Ford are each expected to ultimately produce >>>> 4 billion barrels of oil. That would make them the fifth- and sixth-bi= ggest >>>> oil fields ever discovered in the United States. The top four are Prud= hoe >>>> 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 investment from >>>> foreign oil giants like Royal Dutch Shell, BP and Norway's Statoil, an= d also >>>> from the smaller U.S. drillers who developed the new techniques like >>>> Chesapeake, EOG 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. This followed a $1 billion deal 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 c= heaper >>>> to tap than the oil in the deep waters of the Gulf of Mexico or in Can= ada's >>>> oil sands. >>>> The country's shale oil resources aren't nearly as big as the >>>> country's shale gas resources. Drillers have unlocked decades' worth o= f >>>> natural gas, an abundance of supply that may keep prices low for years= . U.S. >>>> shale oil on the other hand will only supply one to two percent of wor= ld >>>> consumption by 2015, not nearly enough to affect prices. >>>> Still, a surge in production last year from the Bakken helped U.S. oi= l >>>> production grow for the second year in a row, after 23 years of declin= e. >>>> This during a year when drilling in the Gulf of Mexico, the nation's b= iggest >>>> oil-producing region, was halted 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 unlocke= d >>>> fields are expected to produce 1 million to 2 million barrels of oil p= er >>>> day, enough to boost U.S. production 20 percent to 40 percent. The U.S= . >>>> Energy Information Administration estimates production will grow a mor= e >>>> modest 500,000 barrels per day. >>>> By 2020, oil imports could be slashed by as much as 60 percent, >>>> according to Credit Suisse's Morse, who is counting on Gulf oil produc= tion >>>> to rise and on U.S. gasoline demand to fall. >>>> At today's oil prices of roughly $90 per barrel, slashing imports tha= t >>>> much would save the U.S. $175 billion a year. Last year, when oil aver= aged >>>> $78 per barrel, the U.S. sent $260 billion overseas for crude, account= ing >>>> for nearly half the country's $500 billion trade deficit. >>>> "We have redefined how to look for oil and gas," says Rehan Rashid, a= n >>>> analyst at FBR Capital Markets. "The implications are major for the na= tion." >>>> >>>> Read more: >>>> http://www.foxnews.com/us/2011/02/10/new-drilling-method-opens-vast-oi= l-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 Beari= ng >>>> ... 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 hav= e 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 weather 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 Beari= ng >>>> ... 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 inevitabl= e. One >>>> plant makes the lead that goes in it. They go tits up and the 25 perce= nt of >>>> the aviation fleet that burns 75 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 wi= th a >>>> feedstock and a product stream. Ethanol is in cars to reduce smog.. no= thing >>>> more. Biofuels in aircraft do not necessarily have to include ethanol = (but >>>> it could). >>>> >>>> Ifwe dont start doing more than paying lip service to preserving our >>>> environment, we will have the worlds best military protecting the worl= ds >>>> largest ecological wasteland. >>>> >>>> As long as we are overly dependent on fossil fuels, we will be subjec= t >>>> to the foreign policy of others. Biofuels, Nuclear, Solar, Wind, >>>> Hydroelectric... all things that need to be developed further. And if = we >>>> wait until its too late to transition, our worlds best military will b= e >>>> reduced to throwing rocks and writing nasty letters, because our turbi= ne >>>> 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, 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" >>>> Sent: Wednesday, February 9, 2011 1:39:57 PM >>>> Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Beari= ng >>>> ... back ... >>>> In a message dated 2/9/2011 12:02:39 P.M. Eastern Standard 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 aviatio= n >>>> fuel, credible renewable, unleaded fuel, 'green' fuel and the exclusiv= e >>>> 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 fu= el 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 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 >>>> government pays the oil companies to use it. The oil companies get to >>>> displace actual 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 wait...........there's more.........Plus the better c= orn >>>> not now being grown for feed stock plastics and human consumption has >>>> boosted 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 house of cards. When beef prices = get >>>> high enough, dairy herds are thinned at higher rates (younger) and mil= k >>>> production drops. Milk prices go up. >>>> >>>> What to do? >>>> >>>> Send the entire energy department home. Established in 75 to eliminat= e >>>> 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 towel heads who hate us. If you don't remember the oil crisis of 7= 4 >>>> under the (Now) second worst president in this country's history, Jimm= y >>>> Carter, Look it up. Long lines on odd license number days, or even lic= ense >>>> 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 let them pay for it with their money not mine. >>>> >>>> Look up Bakken oil formation. >>>> >>>> Lynn E. Hanover >>>> >>>> >>>> >>>> >>> >>> >> > --0016364d1b99aad9fd049c554bb3 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable The idea I was trying to get across with the Mode 3 / main jet analogy is t= hat the main jet affects mixture more at high throttle (adjust at 24 - 30 &= quot; Hg. MP)=A0=A0=A0 and Mode 2 is like the idle jet and affects the low = end more than the high end.=A0 Adjust Mode 2 at the minimum MP that your en= gine will run at.=A0 That will vary depending on gear ratio, prop installed= , etc.

Tracy

On Tue, Feb 15, 2011 at 10:39 A= M, Chris Barber <cbarber@texasattorney.net> wrote:

Since I have been reading and re-reading the EC2/EM= 2 manuals at=A0length as of late, I remember Tr= acy=A0describing Mode 3 as akin to replacing the main jets of a carb= uretor.=A0 Since, if I=A0understand correctly, the main jet determines how much fuel gets into the=A0ca= rburetor and it determines=A0everything else after it.=A0 Thi= s=A0analogy helped me wrap my mind around the initial tuning process= .

=A0

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.=A0

=A0

Mode 2 though adjust the system for=A0the ranges around idle.=A0 IIRC= , around 2000=A0RPM (not mp), so a fast idle.=A0

From: Rotary motors in aircraft [flyrotary@lancaironline.net] on be= half of bktrub@aol.com<= /a> [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 conf= irm that.
=A0
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.=A0=A0 Mo= de 3 is a step type adjustment,=A0 not proportional to the Program knob as = I think you are implying.=A0 Program knob only sets the direction.=A0 Read instructions carefully.=A0 I would suggest resetting both Mode 3 and = 1 to factory defaults first.=A0 See instructions on how to do the resets.= =A0 Then do Mode 3, then 2 (if needed), then do Mode 1 or 9 whichever seems= easiest to you.=A0 The both do the same thing (adjust map table entries) but do it in different ways.=A0 Most builders f= ind 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,=A0=A0and then proceed through mode 2 and then 1 or 9. Yeah?
=A0
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,
=A0=A0 Looks to me that you started tuning the MAP Table before you did the= rough tuning of Mode 3 and 2.=A0=A0=A0 Starting with the MAP Table is the = most common mistake builders make with the EC2/3.=A0=A0 This should be the = LAST step, not the first.

=A0Note that everything in the table is a negative value and starts and end= s with it almost at minimum value (-127).=A0=A0 The goal should be to minim= ize the number of table values that have to be adjusted away from the media= n (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.
=A0
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=A0is at MAP = address 84, MP of 19.1 injector value of -46. I can run the engine up to MA= P 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.
=A0
These are from settings that I took off the edit page when I was done = tuning last.
=A0
Brian Trubee
=A0


=A0


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.=A0 The idea is to have the lowest in-flight= MP select the 0 - 31 range and ground condition select the upper range (32= - 64). =A0 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 = since it is not programmable.=A0=A0 Controllable pitch props also complicat= e this issue, even on carbureted engines.=A0=A0 It's the same situation that causes P51's to fart, pop and belch f= ire during this phase of flight.=A0=A0 Everybody thinks that's cool tho= ....

I've never had the problem myself since I always plan my descents to av= oid windmilling the engine at low throttle (that's not good for the RD-= 1x drive).=A0=A0 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 i= gnore it because you can't damage anything in the engine at this low po= wer 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;"><= /font>=A0
<= span style=3D"font-size: 11pt; color: blue; font-family: Verdana;">I tune t= he EC2 MAP<= font color=3D"blue" face=3D"Verdana" size=3D"2"> 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.=A0 And freque= ntly when on rapid descent with throttle pulled well back; the engine alarm= light starts blinking. =A0It=92s because EGT is exceeding the limit (I thi= nk 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;"><= /font>=A0
<= span style=3D"font-size: 11pt; color: blue; font-family: Verdana;">So one d= ay 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. =A0No long= er a high EGT alarm. Hm-m-m; must be it was really lean there, but why woul= d that make high EGT.
<= span style=3D"font-size: 11pt; color: blue; font-family: Verdana;"><= /font>=A0
<= span style=3D"font-size: 11pt; color: blue; font-family: Verdana;">Then I l= and; and as I pull off the runway the engine is rough and stumbling. Lean o= ut the mixture and it works fine. So I do some auto tuning at low rpm and MAP= , 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;"><= /font>=A0
<= span style=3D"font-size: 11pt; color: blue; font-family: Verdana;">So what= =92s happening here; and is there a fix.=A0 Clearly those bins need to be t= uned for low rpm and taxi operation. =A0Why 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;"><= /font>=A0
<= span style=3D"font-size: 11pt; color: blue; font-family: Verdana;">Al
<= span style=3D"font-size: 11pt; color: blue; font-family: Verdana;"><= /font>=A0
<= span style=3D"font-size: 11pt; color: blue; font-family: Verdana;"><= /font>=A0
<= span style=3D"font-size: 11pt; color: blue; font-family: Verdana;"><= /font>=A0
-----Ori= ginal Message-----
From: Rotary motors in air= craft [mailto:flyrotary@lancaironline.net] On Behalf Of Tracy
Sent: Friday, February 11,= 2011 8:04 AM
To: Rotary motors in aircr= aft
Subject: [FlyRotary] Re: E= C2/ Tracy
=A0
= =A0Yes, if you decrease the Mode 3 value you will have to increase the map = table values across the whole range to compensate.=A0 It's not automati= c though, you will have to do it manually.=A0 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.=A0 That= 9;s why it pays to do Mode 3 first, Mode 2 second and Mode 1 (or 9) 3rd.=A0= 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 w= ould be used most often.=A0 Now Mode 9 is the most often used but Mode 9 di= dn't exist in the early days of the EC1/2/3.=A0

Last thing to do is auto tune for the fine tuning.=A0

Tracy

On Fri, Feb 11, 2011= at 10:09 AM, <bktru= b@aol.com> wrote:
I didn't run out of injector setting range, but am = very close.=A0My edit page bar=A0graph is pretty much ony=A0one or two=A0lines high for most of the Map table. I'm also down= to values around -120 for most of the addresses. I=A0thought about setting= mode 3 a bit lower.Iif so, and I then go back and re-tune it to the aproxi= mate fuel/air settings I have now, does it change the bar graph and the values at each address?
=A0
Say, for instance, MAP address 80=A0shows 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 hor= izontal mixture graph.
=A0
Brian Trubee
=A0
-----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 a= nd the injector settings went way down, all the way up and down the map table.

Glad you got it running better Brian.=A0=A0 When you run into the situation= you mentioned above, the first thing you should do is adjust the Injector = Flow Rate (Mode 3).=A0 That will adjust the mixture at ALL throttle setting= s and is a lot easier than resetting the entire MAP Table.=A0 But as long as you don't run out of range on the = MAP 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 tun= ing 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,=A0but a test will have to wait for the next nice day here in = Seattle.Previous flights went OK until just after takeoff, then the engine = 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.
=A0
Temperature today was around 50 degrees, even with exte= nded running on the ground at full throttle, temps maxed out at=A0 145 and148 for oil and coolant respectively. Throttling ba= ck to 16 inches of MP got the temps running around 125. Going to wait until= summer to close up my cooling inlets a little.
=A0
Brian Trubee
=A0
-----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 ...

Published February 10, 2011

| Associated Press
A new drilling technique is opening up vast fields of = previously 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= by 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 = security," says Ed Morse, head of commodities research at Credit Suisse.
Oil engineers are applying what critics say is an envi= ronmentally 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 m= olecules, 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 u= nlock 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 = drillers 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 Ni= obrara, 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.&q= uot;
Environmentalists fear that fluids or wastewater from = the 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 = there 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 = 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 women. Convenience stores= are struggling to keep shelves stocked with food.
The Bakken and the Eagle Ford are each expected to ult= imately 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 inves= tment from foreign oil giants like Royal Dutch Shell, BP and Norway's Statoil, and also from the smaller U.S. driller= s who developed the new techniques like Chesapeake, EOG Resources and Occid= ental Petroleum.
Last month China's state-owned oil company CNOOC a= greed 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, profi= t 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 nearl= y as big as the country's shale gas resources. Drillers have unlocked decades' worth of natural gas, an abundance of supply th= at may keep prices low for years. U.S. shale oil on the other hand will onl= y supply 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= helped 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 = halted after the BP oil spill.
U.S. oil production climbed steadily through most of t= he 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, th= e 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= percent, 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, s= lashing 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= 9;s $500 billion trade deficit.
"We have redefined how to look for oil and gas,&q= uot; says Rehan Rashid, an analyst 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-vast-oil-fields/#ixzz1D= Za3M891

=A0
-----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=A040 years ago.= =A0 =A0"""We will be out of oil in twenty years""&= quot;=A0 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,=A0= the """ones in the know ...do not know!!!!=A0=A0But they ca= n predict the weather 50 years from now.=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 =A0David R. Cook=A0=A0 RV6A=A0 Rotary=A0 = -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 = 2nd worst president ever.... (After Bush 43)...=A0 :P
=A0
Ethanol in fuel was never about efficiency. NEVER. It w= as 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=A0i= t. They go tits up and the 25 percent of the aviation fleet that burns 75 p= ercent of the leaded avgas will be knee-capped brutally.
=A0
Biofuel is not exclusively ethanol. Its also HYDROCARBO= NS 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).
=A0
Ifwe dont start doing more than paying lip service to p= reserving our environment, we will have the worlds best military protecting the worlds largest ecological wasteland. <= /font>
=A0
As long as we are overly=A0dependent on fossil fuels, w= e 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)=A0when I can b= urn yours (theirs)..
=A0
I'm not hardly a hairy, stoned, tree hugging hippie= , but I do recognize their point..
=A0
Dave
=A0
=A0
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 )=A0=A0 Davi= d R. Cook=A0 RV6A=A0=A0 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 Stand= ard Time, jwhaley@datacast.= com writes:
Interesting enough, though the scary p= art 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 renewabl= e, unleaded fuel, 'green' fuel and the exclusive use of biofuel in = air show performances."=A0 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 fu= el 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.
=A0
It is the biggest victory of form over function ever im= agined by mankind.
=A0
The farmers love it because they save money as the kern= el 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 c= orn not now being grown for feed stock plastics and human consumption has b= oosted the price of that corn. So the farmer profits again. The beef man lo= oses 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.
=A0
What to do?=A0
=A0
Send the entire energy department home. Established in = 75 to eliminate our dependence on offshore oil.
=A0
Eliminate all farm subsidies. Phase out oil imports to = zero over the next 7 years. Drill here. Drill now.
=A0
We can be cut off at the knees and turned into a 3rd wo= rld country by the towel heads who hate us. If you don't remember the oil crisis of 74 under the (Now) second worst p= resident in this country's history, Jimmy Carter, Look it up. Long line= s on odd license number days, or even license number days for 10 gallons of= fuel.
=A0
The worlds strongest military reduced to writing nasty = letters?????=A0
=A0
If the tree huggers want to live in mud huts, smoke dop= e, and use gasohol let them pay for it with their money not mine.
=A0
Look up Bakken oil formation.
=A0
Lynn E. Hanover=A0
=A0
=A0
=A0




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