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Tracy,
You recently updated my EC2, but I did not
receive a new installation guide. Please
e-mail one to me at brogers@fdic.gov
Thanks,
Bob
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
On Behalf Of Tracy
Sent: Tuesday, February 15, 2011
11:55 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: EC2/
Tracy
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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