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Yes, it has changed. Mode 2 for the past 2 years or so is now used as the '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. <BRogers@fdic.gov> 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 (“Program Store Range”). Has the function for Mode 2 changed? Your comment below sounds 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] On
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 - 30 " Hg.
MP) and Mode 2 is like the idle jet and affects the low end
more than 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 <cbarber@texasattorney.net>
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 affect 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.
-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.
-----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. Mode 3 is a
step type adjustment, not proportional to the Program knob as I think you
are implying. Program knob only sets the direction. Read
instructions carefully. I would suggest resetting both Mode 3 and 1 to
factory defaults 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 both 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, <bktrub@aol.com> 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 through mode 2 and then 1 or 9. Yeah?
-----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,
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 step, not the first.
Note that everything in the table is a negative value and starts and ends
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, <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.
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, injector 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 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.
These are from settings that I took off
the edit page when I was done tuning last.
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-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 low 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 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 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 <ALVentures@cox.net>
wrote:
Relating to
this subject heading; here is an issue that has me wondering.
I tune the
EC2 MAP table at the low end – maybe up to 14-15” MAP – 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 starts
blinking. It’s because EGT is exceeding the limit (I think 1750).
Seems strange. I figure must be really rich, and fuel burning at the exhaust
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 tuning at low rpm and MAP, and
find it at those low 30’s bins making it much leaner and get things
running smoothly.
So
what’s 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
back descent? How do I not get the engine alarm on descent, and still get to
run smoothly on the ground?
-----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 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 first, 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
I didn't run out of injector setting
range, but am very close. My edit page 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-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 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.
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 you mentioned above, the first thing you should do is adjust the
Injector Flow 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
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 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, 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
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 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.
Temperature today was around 50 degrees,
even with extended running on the ground at full throttle, temps maxed out
at 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 to
close up my cooling inlets a little.
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 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? 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
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 crude.
Companies are 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 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 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 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 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 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
458,000 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. 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 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 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 safety in 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 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.
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 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 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 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 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 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 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 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 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'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 nation."
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 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" <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)... :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 makes the lead that goes in it. They
go tits up and the 25 percent 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 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).
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..
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"
<flyrotary@lancaironline.net>
Sent: Wednesday, February 9, 2011 1:39:57 PM
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ...
back ...
Interesting enough, though the scary part is there’s no
mention in the text of AVGAS or GAS … only the subject uses the term
AVGAS.
The text body uses the terms “unleaded, sustainable general aviation
fuel, credible renewable, unleaded fuel, 'green' fuel and the exclusive
use of biofuel in air show performances." I fear this is another
attempt to push ETHANOL or heavy ethanol-blended fuel.
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 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 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.
Send the entire energy department home.
Established in 75 to eliminate 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 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.
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