X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-wy0-f180.google.com ([74.125.82.180] verified) by logan.com (CommuniGate Pro SMTP 5.4c2o) with ESMTPS id 4871247 for flyrotary@lancaironline.net; Tue, 15 Feb 2011 12:55:41 -0500 Received-SPF: pass receiver=logan.com; client-ip=74.125.82.180; envelope-from=rwstracy@gmail.com Received: by wyb28 with SMTP id 28so455528wyb.25 for ; Tue, 15 Feb 2011 09:55:05 -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=TAOmO1KPTLX9ygfdjuMhiESVChk720t/aY01AvukoWw=; b=xMd2VOkIHSnBVobJR1GzJF3SczHyZ80gCXNvKRl9G8Onnjn8/SN8CBNOjYndn02o5K KpFzBB8pR4LMYlSS/D52gGZpkVBoobztmyv2w39jdmqwj4gSFl3JNP8BX2WKpxVqrjCk 0yih7dm5Vwr0FbZBd0BORjAlHPpKRDHbM4HgY= 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=Yf6NINrZXWtF8vCqnLAd7X1GWKQcUqUdgIeLyoivHN05QJkphSTxWm1hL1YGO30nMR YwqzhCMYNqkAsW3S6uxYfYneWYnhb2k/601r1L5cvgT3FZuT+2bFqZtGj/G8CJTQyzhp R73KOxmq5Y2d9JIg/0R5qKBZN7hlOxKkJKMjw= MIME-Version: 1.0 Received: by 10.216.18.194 with SMTP id l44mr1068295wel.87.1297792504403; Tue, 15 Feb 2011 09:55:04 -0800 (PST) Sender: rwstracy@gmail.com Received: by 10.216.59.65 with HTTP; Tue, 15 Feb 2011 09:55:04 -0800 (PST) In-Reply-To: References: Date: Tue, 15 Feb 2011 12:55:04 -0500 X-Google-Sender-Auth: ct3eiQ7PwDKMJ1o9HWksHiObp4A Message-ID: Subject: Re: [FlyRotary] Re: EC2/ Tracy From: Tracy To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=0016e6434bd6379787049c55dd45 --0016e6434bd6379787049c55dd45 Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Yes, it has changed. Mode 2 for the past 2 years or so is now used as th= e 'low speed jet' adjustment. I normally send or email a new installation guide whenever EC2/3s are updated. The old one should be destroyed to avoid confusion. Tracy On Tue, Feb 15, 2011 at 12:26 PM, Rogers, Bob J. wrote: > Tracy, > > > > My instruction manual says that Mode 2 is used to adjust the range of MP > over which any adjustment on Mode 1 or Mode 9 is made (=93Program Store > Range=94). Has the function for Mode 2 changed? Your comment below soun= ds > like Mode 2 now has a different purpose. If so, what is it? > > > > Bob Rogers > > Mustang II > > Mazda 13B Turbo > > > ------------------------------ > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Tracy > *Sent:* Tuesday, February 15, 2011 11:14 AM > > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Re: EC2/ Tracy > > > > 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 - 3= 0 " > Hg. MP) and Mode 2 is like the idle jet and affects the low end more t= han > 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 > wrote: > > Since I have been reading and re-reading the EC2/EM2 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. 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 throu= gh > 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 st= ep, > not the first. > > Note that everything in the table is a negative value and starts and end= s > 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 how 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 yo= u > have any pointers. > > > > I have a 2.85/ PSRU, and a 74 Dia x 88 inch pitch prop.The engine will ru= n > 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 t= o > 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, injector val= ue > 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 valu= e > of -123, MP of 28.6 on a 30.05 In. of mercury day. That's an RPM of aroun= d > 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 fo= r > the lower map table range. The idea is to have the lowest in-flight 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 lo= w > range be chosen correctly and everyone's seems different so it may not be > right for your installation since it is not programmable. Controllable > pitch props also complicate this issue, even on carbureted engines. It'= s > the same situation that causes P51's to fart, pop and belch fire during t= his > phase of flight. Everybody thinks that's cool tho.... > > I've never had the problem myself since I always plan my descents to avoi= d > 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 = while 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 star= ts > blinking. It=92s because EGT is exceeding the limit (I think 1750). Seem= s > strange. I figure must be really rich, and fuel burning at the exhaust po= rt > 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 ri= ch > side; I think it was bin 32 that was full rich. No longer a high EGT ala= rm. > Hm-m-m; must be it was really lean there, but why would that make high EG= T. > > > > 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 tuni= ng > at low rpm and MAP, and find it at those low 30=92s bins making it much l= eaner > 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 ba= ck > 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] *O= n > 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 automatic > though, you will have to do it manually. Auto tune would eventually get = it > adjusted too but that assumes you run the engine at all possible settings > for long enough for that to happen. That's why it pays to do Mode 3 firs= t, > 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 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 edit pa= ge > bar graph is pretty much ony one or two lines high for most of the 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 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-t= une > to the same mixture setting, will the setting be higher than -118 and wil= l > the 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 nicely 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 y= ou > mentioned above, the first thing you should do is adjust the Injector Flo= w > 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 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 settings. I went = to > auto tune and the injector settings went way down, all the way up and dow= n > the map table. Had to do a little fine tuning, and especially at the stag= ing > point, had to richen it up there, at bin # 84. I would have taken it up f= or > a flight, but had other appointments. It was a glorious day for flying, b= ut > 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 they were all mentally formulating what they were going to s= ay > to the FAA investigation team. I was starting to question my decision to = go > rotary, but now have a renewed sense of confidence in the installation. > > > > Temperature today was around 50 degrees, even with extended running on th= e > ground at full throttle, temps maxed out at 145 and148 for oil and coola= nt > 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 Bearing > ... back ... > *Hmm, send money overseas for their oil so that we can increase our trad= e > deficit and fund all sorts of socially constipated cultures who might be > hostile 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, 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 previously > out-of-reach oil in the western United States, helping reverse a two-deca= de > decline in domestic production of crude. > > Companies are investingbillions of dollars to get at oil deposits s= cattered across North Dakota, > Colorado, Texas and California. By 2015, oil executives and analysts say, > the new fields could yield as much as 2 million barrels of oil a day -- m= ore > 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 redu= ce > oil importsby more than half, advancing a goal that has long eluded= policymakers. > > "That's a significant contribution to energy security," says Ed Morse, he= ad > 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 trapped = in > underground shale. They drill down and horizontally into the rock, then > pumpwater, 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 > thought 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 = the > rock and use different chemicals to free up oil at low cost. "We've > completely transformed the natural gas industry, and I wouldn't be surpri= sed > if we transform the oil businessin the next few years too," says Au= brey 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 the > Bakken. Production there rose 50 percent in just the past year, to 458,00= 0 > 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. Drilling > 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, in N= ew > Mexico and Texas; and the Monterey, in California. > > "It's only been fleshed out over the last 12 months just how consequentia= l > this can be," says Mark Papa, chief executive of EOG Resources, the compa= ny > that first used horizontal drilling 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 the process, called > hydraulic fracturing, could pollute drinking water supplies. The > Environmental Protection Agency is now studying its safetyin shale = 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 i= n > pipelines to bring the oil to market. Instead, it is being transported to > refineries 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 > women. Convenience stores are struggling to keep shelves stocked with foo= d. > > 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-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 investment from foreign > oil giants like Royal Dutch Shell, BP and Norway's Statoil, and also from > the smaller U.S. drillers who developed the new techniques like Chesapeak= e, > 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 chea= per > 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 as the country's > shale 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 > the other hand will only supply one to two percent of world consumption b= y > 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 bigg= est > 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 pe= r > 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. production 20 percent to 40 percent. The U.S. > Energy Information Administration estimates 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, slashing imports that mu= ch > 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," says Rehan Rashid, an > analyst at FBR Capital Markets. "The implications are major for the natio= n." > > > Read more: > http://www.foxnews.com/us/2011/02/10/new-drilling-method-opens-vast-oil-f= ields/#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 m= ore > 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 Bearing > ... back ... > > Well, I can agree with Lynn for one thing.. Carter was 2nd worst presiden= t > 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 ma= kes > the lead that goes in it. They go tits up and the 25 percent of the aviat= ion > 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 develo= ped > from long dead matter. Its bacteria in a digester/reactor with a feedstoc= k > and a product stream. Ethanol is in cars to reduce smog.. nothing 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 worlds > largest ecological wasteland. > > > > 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 be developed further. And if we > wait until its too late to transition, our worlds best military will be > reduced to throwing rocks and writing nasty letters, 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 can > 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 Bearing > ... 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 aviation fu= el, credible > renewable, unleaded fuel, 'green' fuel and the exclusive use of biofuel i= n > air show performances." I fear this is another attempt to push ETHANOL o= r > 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 > produce a gallon of gasohol. You have to boil it. It is made just like Ja= ck > 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 lowe= r, > 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 use= r > pays all of them extra in taxes so you 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 > 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 milk > production drops. Milk prices go up. > > > > What to do? > > > > Send the entire energy department home. Established in 75 to eliminate ou= r > 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 74 under > the (Now) second worst president 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 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 > > > > > > > > > > > > > > > --0016e6434bd6379787049c55dd45 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Yes, it has changed.=A0=A0 Mode 2=A0 for the past 2 years or so is now used= as the 'low speed jet' adjustment. =A0 I normally send or email a = new installation guide whenever EC2/3s are updated. =A0 The old one should = be destroyed to avoid confusion.

Tracy

On Tue, Feb 15, 2011 at 12:26 = PM, Rogers, Bob J. <BRogers@fdic.gov> wrote:

Tracy,

=A0

My instruction= manual says=A0 that Mode 2 is used to adjust the range of MP over which any adjustment on Mode 1 or Mode 9 is made (=93Program Sto= re Range=94).=A0 Has the function for Mode 2 changed?=A0= Your comment below sounds like Mode 2 now has a different purpose.=A0 If so, what is it?

=A0

Bob Rogers

Mustang II

Mazda 13B Turb= o

=A0

From: Rotary motors in aircraft [mailto:fl= yrotary@lancaironline.net] On Behalf Of Tracy
Sent: Tuesday, February 15= , 2011 11:14 AM


To: Rotary motors in aircraft
Subject: [FlyRotary] Re: E= C2/ Tracy

=A0

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)=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 engine will run at.=A0 That will vary depending on gear ratio, prop installed, etc= .

Tracy

On Tue, Feb 15, 2011 at 10:39 AM, Chris Barber <<= a href=3D"mailto:cbarber@texasattorney.net" target=3D"_blank">cbarber@texas= attorney.net> wrote:

Since I have been reading and = re-reading the EC2/EM2 manuals at=A0length as of late, I remember Tracy=A0describing Mode = 3 as akin to replacing the main jets of a carburetor.=A0 Since, if I=A0understand correctly, the main jet determines how much fuel gets into the=A0carburetor and it determines=A0everything else after it.=A0 This=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 syste= m for=A0the ranges around idle.=A0 IIRC, around 2000=A0RPM (not mp), so a fast idle.=A0

= From: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: E= C2/ Tracy

=A0

-Ok, will do= . I thought that Mode 3 was a proportional adjustment. I do believe that I had reset the EC2 to the facto= ry resets, but I'll confirm that.

=A0

Brian Trubee

=A0

-----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 Mode 3 is a step type adjustment,=A0 not proportional to the Program knob as I think yo= u 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 eas= iest to you.=A0 The both do the same thing (adjust map table entries) but do it in different ways.=A0 Most builders find Mode 9 easier.

Tracy

On Mon, Feb = 14, 2011 at 11:24 PM, <bktrub@aol.com> wrote:

So at this p= oint I should go back and set mode three to a very counterclockwise setting, hit the program button,=A0=A0and then proceed through mode 2 and then 1 or 9. Yeah?<= /font>

=A0

Brian Trubee

=A0

-----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 minimiz= e 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 purposes, if anyone is interested, here is how 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.

=A0

I have a 2.8= 5/ PSRU, and a 74 Dia x 88 inch pitch prop.The engine will run down to just under 14 inches of MP at M= AP 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 addre= ss 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 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.

=A0

These are fr= om settings that I took off the edit page when I was done tuning last.

=A0

Brian Trubee=

=A0



=A0

=A0

-----Origina= l Message-----
From: Tracy <tracy@rotaryaviation.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>

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 lowe= r 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 chos= en correctly and everyone's seems different so it may not be right for you= r installation since it is not programmable.=A0=A0 Controllable pitch props also complicate this issue, even on carbureted engines.=A0=A0 It's the same situation that causes P51's to fart, pop and belch fire during thi= s 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 power setti= ng.

Tracy

On Sat, Feb = 12, 2011 at 1:09 AM, Al Gietzen <ALVentu= res@cox.net> wrote:

Relating t= o this subject heading; here is an issue that has me wondering.=

=A0

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.=A0 And frequently when o= n rapid descent with throttle pulled well back; the engine alarm light starts blinking. =A0It=92s because EGT is exceeding the limit (I think 1750). Seems strange. I figure must be really rich, and fuel burning at the exhaus= t port making high EGT.=

=A0

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. =A0No longer a high EGT alarm. Hm-m-m; must be it was really lean there, but why would that make high EGT.

=A0

Then I lan= d; and as I pull off the runway the engine is rough and stumbling. Lean out th= e 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.

=A0

So what=92s happening here; and is there a fix.=A0 Clearly those bins need to be tuned 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 t= o run smoothly on the ground?

=A0

Al<= /font>

=A0

=A0

=A0

-----Origi= nal 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: E= C2/ Tracy

=A0

=A0Yes, if you decrease the Mode 3 value you will have to increase the map table value= s across the whole range to compensate.=A0 It's not automatic though, you= will have to do it manually.=A0 Auto tune would eventually get it adjusted too but that assumes you run the engine at all possible settings for long enoug= h for that to happen.=A0 That's why it pays to do Mode 3 first, Mode 2 se= cond and Mode 1 (or 9) 3rd.=A0 Don't ask why I numbered the Modes in that or= der, I don't have a good answer other than Mode 1 was the one that would be = used most often.=A0 Now Mode 9 is the most often used but Mode 9 didn't exis= t 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 a= t 10:09 AM, <bktrub@= 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 mod= e 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 change the bar graph and the values a= t each address?

=A0

Say, for ins= tance, MAP address 80=A0shows a setting of -118, and only one line on the bar graph. If I lowe= r the injector setting in mode 3 and re-tune to the same mixture setting, wil= l the setting be higher than -118 and will the bar graph be higher? It would = be nicer to be closer to the middle values, rather then the bottom (-127) or t= op (+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 horizontal mixture graph.

=A0

Brian Trubee=

=A0

-----Origina= l 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 r= ich 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.=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 throttl= e settings 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 y= ou did will work OK.

Tracy

On Thu, Feb = 10, 2011 at 8:06 PM, <bktrub@aol.com> wrote:

And on to br= ighter news. I went out today, did some tuning on my plane, turns out it was running really rich on= the factory EC2 settings. I went to auto tune and the injector settings went wa= y 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 have taken it up for a flight, but had other appointments. It was a glorious day 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 wit= hin a mile or two. I can imagine that they were all mentally formulating what t= hey were going to say to the FAA investigation team. I was starting to question= my decision to go rotary, but now have a renewed sense of confidence in the installation.

=A0

Temperature = today was around 50 degrees, even with extended running on the ground at full throttle, temps maxed out at=A0 145 and148 for oil and coolant respectively. Throttling back to 16 inches of MP got the temps running around 125. Going to wait until summer t= o close up my cooling inlets a little.

=A0

Brian Trubee=

=A0

Sent: Thu, F= eb 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 deficit and fund all sorts of=A0socially constipated=A0cultures who might be hostile 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, due to some forward = thinking ranch owning ancestors, so you can imagine what my feelings on this are.

=A0

New Drilling Method Opens Vast U.S. Oil Fields

Published Fe= bruary 10, 2011

| Associated= Press

A new drill= ing 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 crude.

Companies a= re investing billions of dollars to = get at oil deposits scattered across North Dakota, Colorado, Texas and California. By 2015, oil executives and analysts say, the new fields could yield as much as 2 millio= n barrels of oil a day -- more than the entire Gulf of Mexico produces now.

This new dr= illing is expected to raise U.S. production by at least 20 percent over the next five years. And within 10 years, it co= uld help reduce oil imports by more than= half, advancing a goal that has long eluded policymakers.<= /span>

"That&= #39;s a significant contribution to energy security," says Ed Morse, head of commodities research at Credi= t Suisse.=

Oil enginee= rs are applying what critics say is an environmentally 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 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 enough to make it economical. But drillers learned how= to increase the number of cracks in the rock and use different chemicals to fr= ee up oil at low cost. "We've completely transformed the natural gas ind= ustry, 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 techniq= ue.

Petroleum e= ngineers first used the method in 2007 to unlock oil from a 25,000-square-mile formation under North Dakot= a and Montana known as the 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 firs= t 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 f= ields are showing promise, including the Niobrara, which stretches under Wyoming, Colorado, Nebraska a= nd Kansas; the Leonard, in New Mexico and Texas; and the Monterey, in Californ= ia.

"It= 9;s only been fleshed out over the last 12 months just how consequential this can be," says Mark Papa, ch= ief executive of EOG Resources, the company that first used horizontal drilling= to tap shale oil. "And there will be several additional plays that will c= ome about in the next 12 to 18 months. We're not done yet."

Environment= alists fear that fluids or wastewater from the process, called hydraulic fracturing, could pollute drinking water supplies. The Environmental Protection Agency is now studyin= g its safety in shale drilling. The ag= ency studied use of the process in shallower drilling operations in 2004 and found that it was safe= .

In the Bakk= en 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 had to erect camps to house workers.

Unemploymen= t 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 lamentin= g a lack of women. Convenience stores are struggling to keep shelves stocked wi= th food.

The Bakken = and the Eagle Ford are each expected to ultimately produce 4 billion barrels of oil. That would make th= em the fifth- and sixth-biggest oil fields ever discovered in the United State= s. The top four are Prudhoe Bay in Alaska, Spraberry Trend in West Texas, the East Texas Oilfield and the Kuparuk Fiel= d in Alaska.=

The fields = are attracting billions of dollars of investment from foreign oil giants like Royal Dutch Shell, BP an= d Norway's Statoil, and also from the smaller U.S. drillers who develop= ed 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. T= his followed a $1 billion deal in October between the two companies on a project in the Eagle Ford.

With oil pr= ices high and natural-gas prices low, profit margins from producing oil from shale are much higher th= an 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 as the country's shale gas resources. Drillers have unloc= ked decades' worth of natural gas, an abundance of supply that may keep pri= ces low for years. U.S. shale oil on the other hand will only supply one to two percent of world consumption by 2015, not nearly enough to affect prices.

Still, a su= rge 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.<= /p>

U.S.= oil production climbed ste= adily through most of the last century and reached a peak of 9.6 million barrels per day in 1970. The decline sinc= e 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. production 20 percent = to 40 percent. The U.S. Energy Information Administration estimates production wi= ll grow a more modest 500,000 barrels per day.

By 2020, oi= l imports could be slashed by as much as 60 percent, according to Credit Suisse's Morse, who is count= ing on Gulf oil production to rise and on U.S. gasoline demand to fall.

At today= 9;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 ove= rseas for crude, accounting for nearly half the country's $500 billion trade defi= cit.

"We ha= ve redefined how to look for oil and gas," says Rehan Rashid, an analyst at FBR Capital Markets. "The implications are major for the nation."

=A0

-----Origina= l 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"""=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 can 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" <flyrot= ary@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 f= uel was never about efficiency. NEVER. It was about replacing a very toxic oxygenate (MTBE) wit= h 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=A0it. They go tits up and the 25 percent of the aviation fleet that burns 75 percent o= f the leaded avgas will be knee-capped brutally.

=A0

Biofuel is n= ot exclusively ethanol. Its also HYDROCARBONS synthesized or processed from living matter, as opposed t= o 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. Biofuels in aircraft do not necessarily have to include ethanol (but it could).

=A0

Ifwe dont st= art doing more than paying lip service to preserving our environment, we will have the worlds best military protecting the worlds largest ecological wasteland. =

=A0

As long as w= e are overly=A0dependent on fossil fuels, we will be subject to the foreign policy of others. Biofue= ls, 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 be reduced to throwing rocks and writing nasty letters, becau= se 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 burn yours (theirs)..=

=A0

I'm not = hardly a hairy, stoned, tree hugging hippie, but I do recognize their point..

=A0

Dave<= /font>

=A0

=A0

On Wed, Feb = 9, 2011 at 7:24 PM, <hoursaway1@comcast.net> wrote:<= /p>

Lynn<= /font> for President,,,,,,,,,,( might be in central FL this winter, will contact, stop & say hi )=A0=A0 David R. Cook=A0 RV6A=A0=A0 Rotary.
----- Original Message -----
From: Lehanover@aol.= com
To: "Rotary motors in aircraft" <flyrot= ary@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 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.<= /p>

= The text body uses the terms =93unleaded, sustainable general aviation fuel, credible renewa= ble, 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 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 produce a gallon of gasohol. You have to b= oil it. It is made just like Jack Danials.

=A0

It is the bi= ggest victory of form over function ever imagined by mankind.

=A0

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 profi= ts, and the user pays all of them extra in taxes so you can get 30% less mileag= e and performance. But wait...........there's more.........Plus the better co= rn not now being grown for feed stock plastics and human consumption has boosted t= he 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 h= erds are thinned at higher rates (younger) and milk production drops. Milk price= s go up.

=A0

What to do?= =A0

=A0

Send the ent= ire energy department home. Established in 75 to eliminate our dependence on offshore oil.

=A0

Eliminate al= l farm subsidies. Phase out oil imports to zero over the next 7 years. Drill here. Drill now.

=A0

We can be cu= t off at the knees and turned into a 3rd world country by the towel heads who hate us. If you don't r= emember the oil crisis of 74 under the (Now) second worst president in this country= 's history, Jimmy Carter, Look it up. Long lines on odd license number days, o= r even license number days for 10 gallons of fuel.

=A0

The worlds s= trongest military reduced to writing nasty letters?????=A0

=A0

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.

=A0

Look up Bakk= en oil formation.

=A0

Lynn E. Hano= ver=A0

=A0

=A0

=A0

=A0

=A0

=A0

=A0


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