X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from exchange.carey.wa.edu.au ([118.82.44.212] verified) by logan.com (CommuniGate Pro SMTP 5.4c2o) with ESMTPS id 4884224 for flyrotary@lancaironline.net; Sun, 27 Feb 2011 10:09:33 -0500 Received-SPF: none receiver=logan.com; client-ip=118.82.44.212; envelope-from=stevei@carey.asn.au Received: from exchange.carey.local ([10.10.0.5]) by exchange.carey.local ([10.10.0.5]) with mapi; Sun, 27 Feb 2011 23:08:41 +0800 From: To: Date: Sun, 27 Feb 2011 23:08:49 +0800 Subject: Re: [FlyRotary] Re: EC2/ Tracy Thread-Topic: [FlyRotary] Re: EC2/ Tracy Thread-Index: AcvWkDdYGNbRSHi+Qnya6YCxdxFmQA== Message-ID: <7732BC45-B013-4BF2-A8A9-F4E598663ECF@carey.asn.au> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_7732BC45B0134BF2A8A9F4E598663ECFcareyasnau_" MIME-Version: 1.0 --_000_7732BC45B0134BF2A8A9F4E598663ECFcareyasnau_ Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable Hi Brian You don't have a secondary injector failure do you? If your Pri and Sec injectors are the same, how about swapping them and run= on the secondaries under the staging point and see if she is smooth, thus = confirming the Secondaries are OK. Otherwise if you can run her up on the ground above the staging point and d= isconnect one sec and then the other, you'll be able to confirm the Sec's a= re OK. So if after disconnecting a secondary there is no change, that injector is = Duff. With the other one if she goes smooth, it would suggest the other Sec= is Duff. Just a thought. Steve Izett On 27/02/2011, at 7:28 AM, > > wrote: Tracy, I've been out of town for a while, but refering to my last e-mail, I run re= ally smooth up to the staging point, address 84, ~ 19.5 inches MP, but afte= r staging, the engine does not want to be tuned to the silky smooth running= like when it is running on the primaries. I think that it's now a matter o= f balancing the two rotors in mode 4, but you suggested that I might want t= o change the staging point. What are your thoughts here? I think that this is the factory default. The point that it stages does no= t seem to be the issue at this point, but I think the roughness is due to o= ne rotor running much richer, and that would probably account for the small= hiccuping and popping. Brian Trubee -----Original Message----- From: Tracy > To: Rotary motors in aircraft > Sent: Sat, Feb 19, 2011 7:18 pm Subject: [FlyRotary] Re: EC2/ Tracy Definitely sounds like Mode 6 needs adjusting but the mixture monitor is a = lot better tool for getting the balance right. Yes, Lead & Trail plugs fire at the same time with EC2. Tracy On Sat, Feb 19, 2011 at 3:54 PM, > wr= ote: My staging point is 19.5- address 84. Down below staging, it's running real= ly smoothly. Above staging, it's rough, and doesn't want to lean to it's sw= eet spot. So maybe I need to run it up at that point, check the EGTs and a= djust Mode 6 if necessary. Also, I have a hard time keeping the temps up. A= t 30 degrees OAT, I was below 120 degrees. So that might also be a factor. = I'll adjust the cooling to get it running warmer and then try the tuning. One question- with the EC2, does the leading and trailing plug fire at the = same time? Thanks, Brian Trubee -----Original Message----- From: Tracy > To: Rotary motors in aircraft > Sent: Sat, Feb 19, 2011 8:14 am Subject: [FlyRotary] Re: EC2/ Tracy That's possible. If so, up the stage point to ~ 20" if you can't make it r= ight as it is. Early units had default of about 15 - 16" which I think is= too low. Tracy On Fri, Feb 18, 2011 at 7:35 PM, > wr= ote: Maybe it has something to do with how much of a load the engine is under on= the ground vs. in flight. Anyway, I'm on the right track . Brian -----Original Message----- From: Tracy > To: Rotary motors in aircraft > Sent: Fri, Feb 18, 2011 2:30 pm Subject: [FlyRotary] Re: EC2/ Tracy Yes, good idea to adjust Mode 6 first when using injectors of different flo= w rates between primary & secondary. I don't have an explanation for why you are seeing a big difference at stag= e point between ground and in-flight. Never encountered that. Tracy On Fri, Feb 18, 2011 at 4:54 PM, > wr= ote: Went out today to fly for about 1/2 hour, takeoff and climb was fairly norm= al, I had to lean it out a little with the mixture knob. I went out flying = over Snohomish, Washington at about 5500 agl to do a little tuning. Past th= e staging point, the engine ran rough and in tuning with the mixture switch= , going rich got rougher, and slowing leaning the mixture would smooth it o= ut and then it would quit. I think I need to set mode six down a bit, since= I have 28 lb primaries and 40 lb secondaries. Further tuning on the ground= at the staging point and higher is definately in order. On the ground I'm = getting a smooth transistion through the staging point. On the way home, the tower asked if I was flying over Snohomish, as they ha= d gotten a call about a plane with engine trouble flying over the town. Dow= n below the staging point, the engine runs very smoothly. Brian Trubee -----Original Message----- From: Al Gietzen > To: Rotary motors in aircraft > Sent: Fri, Feb 18, 2011 8:11 am Subject: [FlyRotary] Re: EC2/ Tracy Bill; I checked fuel pressure, and it was where it was supposed to be. I have a R= ichardson filter with mesh screens and high flow capacity. Over the years I= =92ve never seen more than a bit of what looked like lint/dust on the filte= r. I run on both pumps for takeoff, then turn off #2 pump for flight. Nothing = changes when I turn off the second pump. Good point, though. Al -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry Sent: Thursday, February 17, 2011 6:38 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: EC2/ Tracy Al, I had a similar problem when the fuel filter was getting clogged. What is = your fuel pressure doing at WOT? My mixture was leaner throughout and I co= uldn=92t get full power even with the mixture knob all the way rich. I tur= ned on the secondary fuel pump which has its own filter, and everything wen= t back to normal. Bill B ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Al Gietzen Sent: Thursday, February 17, 2011 11:46 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: EC2/ Tracy Last Sunday=92s flight was a series of 20 minute hops, picking up friend, f= lying to brunch, dropping off, back to base. Couldn=92t learn a lot about t= uning; except to be disappointed. I had in the past been quite pleased with the mixture tuning. A few flights= back I replaced the O2 sensor. Two flights back I then did a re-tuning by = flying a full profile from takeoff to landing in auto-tune mode, except for= occasional checks of temps, etc. That=92s when I found it going very rich= around the bin 32 area on descent, then having to re-tune for it to run ri= ght on the ground. I assumed all was good when heading out on Sunday. Except even with the mix= ture knob at 2:00 =96 2:30 position it was too lean pretty much all the tim= e =96 had to increase mixture knob to get toward max power. During a brief = session of lean cruise, I changed the throttle a bit, and it was suddenly s= o lean the engine was faltering. Hm-m-m. Apparently auto-tune had not done= things right on prior flight. OK; track mode on EM2, mode 9 on EC2 for au= to-tune; but no joy; nothing would change. Re-set things again; auto-tune = would not work. On each of the 4 descents the EGT tripped the warning light. RPM was about= 4500-4800; max EGT 1730-1760. Unfortunately, didn=92t note MAP; but it wa= s likely pretty low. Back on the ground by the hangar, I again tried the auto-tune =96 it WORKED= . Why not in the air? So I have some work to do, and some questions. Why during the auto-tune flight would the mixture be leaner than previously= tuned? Could it be more resistance to ground at the O2 sensor due to more = anti-seize grease? Or something else? When in auto-tune, does program knob more clockwise cause it to set a more = rich profile; or would the stochiometric then be with the mixture knob set = more clockwise as well =96 or vice versa? Are both mode 2 and mode 6 different than 2-3 years ago? My mode 6 is seco= ndary injector differential adjust. Is it time for another EC2 upgrade? 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= ). The Velocity is a very slippery airplane, so I=92d have to make very shallo= w descents to avoid neutral or negative thrust on the prop, at least until = I=92m below gear-down speed. What does it do to the re-drive? Al G 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 sel= ect 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 rang= e be chosen correctly and everyone's seems different so it may not be right= for your installation since it is not programmable. Controllable pitch p= rops also complicate this issue, even on carbureted engines. It's the sam= e 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 > 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 wh= ile 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 st= arts blinking. It=92s because EGT is exceeding the limit (I think 1750). S= eems 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 r= pm and MAP, and find it at those low 30=92s bins making it much leaner 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 bac= k 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] 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 ta= ble 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 adjus= ted too but that assumes you run the engine at all possible settings for lo= ng 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 e= xist 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, > w= rote: 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 tab= le. I'm also down to values around -120 for most of the addresses. I though= t about setting mode 3 a bit lower.Iif so, and I then go back and re-tune i= t to the aproximate fuel/air settings I have now, does it change the bar gr= aph and the values at each address? Say, for instance, MAP address 80 shows a setting of -118, and only one lin= e on the bar graph. If I lower the injector setting in mode 3 and re-tune t= o the same mixture setting, will the setting be higher than -118 and will t= he 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 ni= cely 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 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 do= n't run out of range on the MAP Table adjustments, what you did will work O= K. Tracy On Thu, Feb 10, 2011 at 8:06 PM, > wr= ote: And on to brighter news. I went out today, did some tuning on my plane, tur= ns out it was running really rich on the factory EC2 settings. I went to au= to tune and the injector settings went way down, all the way up and down th= e 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, bu= t a test will have to wait for the next nice day here in Seattle.Previous f= lights went OK until just after takeoff, then the engine would surge and ba= ckfire, 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 g= o 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 aro= und 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 trade de= ficit and fund all sorts of socially constipated cultures who might be host= ile 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, du= e 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-rea= ch oil in the western United States, helping reverse a two-decade decline i= n domestic production of crude. Companies are investing billions of dollars to get at oil deposits sc= attered across North Dakota, Colorado, Texas and California. By 2015, oil e= xecutives 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 perce= nt 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 poli= cymakers. "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 questiona= ble method developed in recent years to tap natural gas trapped in undergro= und 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 t= hought 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 th= e rock and use different chemicals to free up oil at low cost. "We've compl= etely 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 techni= que. Petroleum engineers first used the method in 2007 to unlock oil from a 25,0= 00-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 barrel= s a day, according to Bentek Energy, an energy analysis firm. It was first thought that the Bakken was unique. Then drillers tapped oil i= n a shale formation under South Texas called the Eagle Ford. Drilling permi= ts in the region grew 11-fold last year. Now newer fields are showing promise, including the Niobrara, which stretch= es 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 s= everal additional plays that will come about in the next 12 to 18 months. W= e're not done yet." Environmentalists fear that fluids or wastewater from the process, called h= ydraulic fracturing, could pollute drinking water supplies. The Environment= al Protection Agency is now studying its safety in shale drilling. Th= e agency studied use of the process in shallower drilling operations in 200= 4 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 r= efineries 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 w= omen. Convenience stores are struggling to keep shelves stocked with food. The Bakken and the Eagle Ford are each expected to ultimately produce 4 bil= lion 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 i= n Alaska, Spraberry Trend in West Texas, the East Texas Oilfield and the Ku= paruk Field in Alaska. The fields are attracting billions of dollars of investment from foreign oi= l 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, EO= G 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. Th= is followed a $1 billion deal in October between the two companies on a pro= ject in the Eagle Ford. With oil prices high and natural-gas prices low, profit margins from produc= ing oil from shale are much higher than for gas. Also, drilling for shale o= il is not dependent on high oil prices. Papa says this oil is cheaper to ta= p 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 sha= le 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 t= he other hand will only supply one to two percent of world consumption by 2= 015, not nearly enough to affect prices. Still, a surge in production last year from the Bakken helped U.S. oil prod= uction grow for the second year in a row, after 23 years of decline. This d= uring 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 r= eached 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 fiel= ds are expected to produce 1 million to 2 million barrels of oil per day, e= nough to boost U.S. production 20 percent to 40 percent. The U.S. Energy In= formation Administration estimates production will grow a more modest 500,0= 00 barrels per day. By 2020, oil imports could be slashed by as much as 60 percent, according t= o 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 n= early half the country's $500 billion trade deficit. "We have redefined how to look for oil and gas," says Rehan Rashid, an anal= yst at FBR Capital Markets. "The implications are major for the nation." Read more: http://www.foxnews.com/us/2011/02/10/new-drilling-method-opens-v= ast-oil-fields/#ixzz1DZa3M891 -----Original Message----- From: hoursaway1@comcast.net To: Rotary motors in aircraft > Sent: Thu, Feb 10, 2011 4:26 pm Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust 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 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 wea= ther 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 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 mak= es the lead that goes in it. They go tits up and the 25 percent of the avia= tion fleet that burns 75 percent of the leaded avgas will be knee-capped br= utally. Biofuel is not exclusively ethanol. Its also HYDROCARBONS synthesized or pr= ocessed 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. Bio= fuels in aircraft do not necessarily have to include ethanol (but it could)= . Ifwe dont start doing more than paying lip service to preserving our enviro= nment, 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 t= he foreign policy of others. Biofuels, Nuclear, Solar, Wind, Hydroelectric.= .. all things that need to be developed further. And if we wait until its t= oo late to transition, our worlds best military will be reduced to throwing= rocks and writing nasty letters, because our turbine powered planes and ta= nks dont run on good intentions. Personally... if we have to burn oil... Why burn mine (ours) when I can bur= n yours (theirs).. I'm not hardly a hairy, stoned, tree hugging hippie, but I do recognize the= ir point.. Dave On Wed, Feb 9, 2011 at 7:24 PM, > wrote: Lynn for President,,,,,,,,,,( might be in central FL this winter, will cont= act, 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@da= tacast.com writes: Interesting enough, though the scary part is there=92s no mention in the te= xt of AVGAS or GAS =85 only the subject uses the term AVGAS. The text body uses the terms =93unleaded, 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. 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 prod= uce a gallon of gasohol. You have to boil it. It is made just like Jack Dan= ials. 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 govern= ment pays the oil companies to use it. The oil companies get to displace ac= tual 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 w= ait...........there's more.........Plus the better corn not now being grown= for feed stock plastics and human consumption has boosted the price of tha= t corn. So the farmer profits again. The beef man looses his a__, and you p= ay even higher beef, pork and poultry prices in addition the taxes that sup= port this house of cards. When beef prices get high enough, dairy herds are= thinned at higher rates (younger) and milk production drops. Milk prices g= o up. What to do? 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 t= owel heads who hate us. If you don't remember the oil crisis of 74 under th= e (Now) second worst president in this country's history, Jimmy Carter, Loo= k 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 l= et them pay for it with their money not mine. Look up Bakken oil formation. Lynn E. Hanover ________________________________ The contents of this email are confidential and intended only for the named= recipients of this e-mail. If you have received this e-mail in error, you = are hereby notified that any use, reproduction, disclosure or distribution = or the information contained in this e-mail is prohibited. Please notify th= e sender immediately and then delete/destroy the e-mail and any printed cop= ies. All liability for viruses is excluded to the fullest extent of the law= . --_000_7732BC45B0134BF2A8A9F4E598663ECFcareyasnau_ Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable Hi Brian

You don't have a secondary injector failure do you?
If your Pri and Sec injectors are the same, how about swapping them an= d run on the secondaries under the staging point and see if she is smooth, = thus confirming the Secondaries are OK.
Otherwise if you can run her up on the ground above the staging point = and disconnect one sec and then the other, you'll be able to confirm the Se= c's are OK. 
So if after disconnecting a secondary there is no change, that injecto= r is Duff. With the other one if she goes smooth, it would suggest the othe= r Sec is Duff.
Just a thought.

Steve Izett
On 27/02/2011, at 7:28 AM, <bktru= b@aol.com> <bktrub@aol.com&= gt; wrote:

<= font color=3D"black" face=3D"arial" size=3D"2">
Tracy,
I've been out of town for a while, but refering to my last e-mail, I run re= ally smooth up to the staging point, address 84, ~ 19.5 inches MP, but afte= r staging, the engine does not want to be tuned to the silky smooth running= like when it is running on the primaries. I think that it's now a matter of balancing the two rotors in m= ode 4, but you suggested that I might want to change the staging point.&nbs= p; What are your thoughts here?

 I think that this is the factory default. The point that it stages do= es not seem to be the issue at this point, but I think the roughness is due= to one rotor running much richer, and that would probably account for the = small hiccuping and popping.

Brian Trubee



-----Original Message-----
From: Tracy <tracy@rotaryavi= ation.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sat, Feb 19, 2011 7:18 pm
Subject: [FlyRotary] Re: EC2/ Tracy

Definitely so= unds like Mode 6 needs adjusting but the mixture monitor is a lot better to= ol for getting the balance right. 

Yes, Lead & Trail plugs fire at the same time with EC2.

Tracy

On Sat, Feb 19, 2011 at 3:54 PM, <bktrub@aol.com> wrot= e:
My staging point is 19.5- address 84. Down below staging, it's running= really smoothly. Above staging, it's rough, and doesn't want to lean to it= 's sweet spot. So maybe I need to run it up at that  point, check the = EGTs and adjust Mode 6 if necessary. Also, I have a hard time keeping the temps up. At 30 degrees OAT, I was be= low 120 degrees. So that might also be a factor. I'll adjust the cooling to= get it running warmer and then try the tuning.
 
One question- with the EC2, does the leading and trailing plug fire at= the same time?
 
 
Thanks,
 
Brian Trubee



-----Original Message-----
From: Tracy <tracy@rotaryavi= ation.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sat, Feb 19, 2011 8:14 am
Subject: [FlyRotary] Re: EC2/ Tracy

That's possible.  If so, up the stage point to ~ 20" if you = can't make it right as it is.   Early units had default of about 15 - = 16" which I think is too low.

Tracy

On Fri, Feb 18, 2011 at 7:35 PM, <bktrub@aol.com> wrot= e:
Maybe it has something to = do with how much of a load the engine is under on the ground vs. in flight.= Anyway, I'm on the right track .
 
Brian



-----Original Message-----
From: Tracy <tracy@rotaryavi= ation.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Fri, Feb 18, 2011 2:30 pm
Subject: [FlyRotary] Re: EC2/ Tracy

Yes, good idea to adjust Mode 6 first when using injectors of differen= t flow rates between primary & secondary.

I don't have an explanation for why you are seeing a big difference at stag= e point between ground and in-flight.  Never encountered that.

Tracy

On Fri, Feb 18, 2011 at 4:54 PM, <bktrub@aol.com> wrot= e:
Went out today to fly for about 1/2 hour, takeoff and climb was fairly= normal, I had to lean it out a little with the mixture knob. I went out fl= ying over Snohomish, Washington at about 5500 agl to do a little tuning. Pa= st the staging point, the engine ran rough and in tuning with the mixture switch, going rich got rougher, a= nd slowing leaning the mixture would smooth it out and then it would quit. = I think I need to set mode six down a bit, since I have 28 lb primaries and= 40 lb secondaries. Further tuning on the ground at the staging point and higher is definately in order. On t= he ground I'm getting a smooth transistion through the staging point.
 
On the way home, the tower asked if I was flying over Snohomish, as th= ey had gotten a call about a plane with engine trouble flying over the town= . Down below the staging point, the engine runs very smoothly.
 
Brian Trubee



-----Original Message-----
From: Al Gietzen <ALVentures@cox.n= et>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Fri, Feb 18, 2011 8:11 am
Subject: [FlyRotary] Re: EC2/ Tracy

<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">Bill;
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">I checke= d fuel pressure, and it was where it was supposed to be. I have a Richardson<= /font> filter with mesh screens and high flow capacity. Over the years I=92ve nev= er seen more than a bit of what looked like lint/dust on the filter.=
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;"> 
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">I run on= both pumps for takeoff, then turn off #2 pump for flight. Nothing changes = when I turn off the second pump.
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;"> 
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">Good poi= nt, though.
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;"> 
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">Al
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;"> 
-----Ori= ginal Message-----
From: Rotary motors in air= craft [mailto:flyrotary@lan= caironline.net] On Behalf Of Bill Bradburr= y
Sent: Thursday, February 1= 7, 2011 6:38 PM
To: Rotary motors in aircr= aft
Subject: [FlyRotary] Re: E= C2/ Tracy
 =
Al,
I had a similar problem when the fuel filter was getting = clogged.  What is your fuel pressure doing at WOT?  My mixture was leaner throughout and I couldn=92t get full powe= r even with the mixture knob all the way rich.  I turned on the second= ary fuel pump which has its own filter, and everything went back to normal.=
 
Bill B
 
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Al Gietzen Sent: Thursday, February 1= 7, 2011 11:46 AM
To: Rotary motors in aircr= aft
Subject: [FlyRotary] Re: E= C2/ Tracy
 =
Last Sunday=92s flight was a series of 20 minute hops= , picking up friend, flying to brunch, dropping off, back to base. Couldn=92t learn a lot about tuning; except to be disap= pointed.
 
I had in the past been quite pleased with the mixture= tuning. A few flights back I replaced the O2 sensor. Two flights back I then did a re-tuning by flying a full profile f= rom takeoff to landing in auto-tune mode, except for occasional checks of t= emps, etc.  That=92s when I found it going very rich around the bin 32= area on descent, then having to re-tune for it to run right on the ground.
 
I assumed all was good when heading out on Sunday. Ex= cept even with the mixture knob at 2:00 =96 2:30 position it was too lean pretty much all the time =96 had to increase mixt= ure knob to get toward max power. During a brief session of lean cruise, I = changed the throttle a bit, and it was suddenly so lean the engine was falt= ering.  Hm-m-m. Apparently auto-tune had not done things right on prior flight.  OK; track mode on EM2, mo= de 9 on EC2 for auto-tune; but no joy; nothing would change.  Re-set t= hings again; auto-tune would not work.
 
On each of the 4 descents the EGT tripped the warning= light.  RPM was about 4500-4800; max EGT 1730-1760.  Unfortunately, didn=92t note MAP; but it was likely pretty low.
 
Back on the ground by the hangar, I again tried the a= uto-tune =96 it WORKED.  Why not in the air?
 
So I have some work to do, and some questions.=
 
Why during the auto-tune flight would the mixture be = leaner than previously tuned? Could it be more resistance to ground at the O2 sensor due to more anti-seize grease? Or so= mething else?
 
When in auto-tune, does program knob more clockwise c= ause it to set a more rich profile; or would the stochiometric then be with the mixture knob set more clockwise as well= =96 or vice versa?
 
Are both mode 2 and mode 6 different than 2-3 years a= go?  My mode 6 is secondary injector differential adjust.  Is it time for another EC2 upgrade?
 
I've never had the p= roblem myself since I always plan my descents to avoid windmilling the engi= ne at low throttle (that's not good for the RD-1x drive).  
 =
The Velocity is a very slippery airplane, so I=92d ha= ve to make very shallow descents to avoid neutral or negative thrust on the prop, at least until I=92m below gear-down speed= .  What does it do to the re-drive?
 
Al G
 
 
 
= 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 M= P select the 0 - 31 range and ground condition select the upper range (32 - 64).   Being successful at this also req= uires 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 n= ot 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 durin= g 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 a= t 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 =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 thro= ttle pulled well back; the engine alarm light starts blinking.  It=92s= 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 wa= s full rich.  No longer a high EGT alarm. Hm-m-m; must be it was reall= y 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=92s bins making it much leaner and get things running smoothl= y.
 
So what=92s happening here; and is there a fix.  C= learly 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 g= round?
 
Al
 
 
 
-----Ori= ginal Message-----
From: Rotary motors in air= craft [mailto:flyrotary@lanc= aironline.net] On Behalf Of Tracy
Sent: Friday, February 11,= 2011 8:04 AM
To: Rotary motors in aircr= aft
Subject: [FlyRotary] Re: E= C2/ Tracy
 =
=  Yes, if you decrease the Mode 3 value you will have to increase the m= ap table values across the whole range to compensate.  It's not automa= tic though, you will have to do it manually.  Auto tune would eventually get it adjusted too but that assumes you run the eng= ine at all possible settings for long enough for that to happen.  That= 's why it pays to do Mode 3 first, Mode 2 second and Mode 1 (or 9) 3rd.&nbs= p; 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 did= n'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, <bktrub@aol.com> = wrote:
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 do= wn to values around -120 for most of the addresses. I thought about se= tting mode 3 a bit lower.Iif so, and I then go back and re-tune it to the a= proximate 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 setti= ng, 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. Eve= n though it runs nicely now, i'm still up around 8 "o"s on the ho= rizontal mixture graph.
 
Brian Trubee
 
-----Original Message-----
From: Tracy <tracy@rotaryavi= ation.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Fri, Feb 11, 2011 6:38 am
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ...
turns out it= was running really rich on the factory EC2 settings. I went to auto tune a= nd the injector settings went way down, all the way up and down the map table.

Glad you got it running better Brian.   When you run into the sit= uation you mentioned above, the first thing you should do is adjust the Inj= ector Flow Rate (Mode 3).  That will adjust the mixture at ALL throttl= e 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 M= AP Table adjustments, what you did will work OK.

Tracy=
On Thu, Feb 10, 2011 at 8:06 PM, <bktrub@aol.com> wrote:
And on to brighter news. I went out today, did some tun= ing on my plane, turns out it was running really rich on the factory EC2 settings. I went to auto tune and the injector set= tings went way down, all the way up and down the map table. Had to do a lit= tle fine tuning, and especially at the staging point, had to richen it up t= here, at bin # 84. I would have taken it up for a flight, but had other appointments. It was a glorious da= y for flying, 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 engi= ne would surge and backfire, getting the attention of all witnesses within a mile or two. I can imagine that th= ey were all mentally formulating what they were going to say to the FAA inv= estigation team. I was starting to question my decision to go rotary, but n= ow have a renewed sense of confidence in the installation.
 
Temperature today was around 50 degrees, even with exte= nded running on the ground at full throttle, temps maxed out at  145 and148 for oil and coolant respectively. Thro= ttling back to 16 inches of MP got the temps running around 125. Going to w= ait until summer to close up my cooling inlets a little.
 
Brian Trubee
 
-----Original Message-----
From: bktrub@aol.com
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Thu, Feb 10, 2011 4:50 pm
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ...

Published February 10, 2011

| Associated Press
A new drilling technique is opening up vast fields of = previously out-of-reach oil in the western United States, helping reverse a two-decade decline in domestic production of cru= de.
Companies are investing billions of dollars to get at oil deposits scattered across N= orth Dakota, Colorado, Texas and California. By 2015, oil executives and an= alysts say, the new fields could yield as much as 2 million barrels of oil = a day -- more than the entire Gulf of Mexico produces now.
This new drilling is expected to raise U.S. production= by at least 20 percent over the next five years. And within 10 years, it could help reduce oil imports by more than half, advancing a goal that has long eluded policy= makers.
"That's a significant contribution to energy secu= rity," says Ed Morse, head of commodities research at Credit Suisse.
Oil engineers are applying what critics say is an envi= ronmentally questionable method developed in recent years to tap natural gas trapped in underground shale. They drill d= own and horizontally into the rock, then pump water, sand and chemicals into the hole to crack the shale and all= ow gas to flow up.
Because oil molecules are sticky and larger than gas m= olecules, engineers thought the process wouldn't work to squeeze oil out fast enough to make it economical. But drillers le= arned how to increase the number of cracks in the rock and use different ch= emicals to free up oil at low cost. "We've completely transformed the = natural gas industry, and I wouldn't be surprised if we transform the oil business in the next few years too," says Aubrey McClendon, chief = executive of Chesapeake Energy, which is using the technique.=
Petroleum engineers first used the method in 2007 to u= nlock oil from a 25,000-square-mile formation under North Dakota and Montana known as the Bakken. Production there rose = 50 percent in just the past year, to 458,000 barrels a day, according to Be= ntek Energy, an energy analysis firm.
It was first thought that the Bakken was unique. Then = drillers tapped oil in a shale formation under South Texas called the Eagle Ford. Drilling permits in the region grew 11-= fold last year.
Now newer fields are showing promise, including the Ni= obrara, which stretches under Wyoming, Colorado, Nebraska and Kansas; the Leonard, in New Mexico and Texas; and the Montere= y, in California.
"It's only been fleshed out over the last 12 mont= hs just how consequential this can be," says Mark Papa, chief executive of EOG Resources, the company that first used horizo= ntal 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 no= w studying its safety in shale drilling. The agency studied use of the process in shal= lower drilling operations in 2004 and found that it was safe.=
In the Bakken formation, production is rising so fast = there is no space in pipelines to bring the oil to market. Instead, it is being transported to refineries by rail and = truck. Drilling companies have had to erect camps to house workers.<= /font>
Unemployment in North Dakota has fallen to the lowest = level in the nation, 3.8 percent -- less than half the national rate of 9 percent. The influx of mostly male workers to = the region has left local men lamenting a lack of women. Convenience stores= are struggling to keep shelves stocked with food.
The Bakken and the Eagle Ford are each expected to ult= imately produce 4 billion barrels of oil. That would make them the fifth- and sixth-biggest oil fields ever discovered in= the United States. The top four are Prudhoe Bay in Alaska, Spraberry Trend= in West Texas, the East Texas Oilfield and the Kuparuk Field in Alaska.
The fields are attracting billions of dollars of inves= tment from foreign oil giants like Royal Dutch Shell, BP and Norway's Statoil, and also from the smaller U.S. drillers wh= o developed the new techniques like Chesapeake, EOG Resources and Occidenta= l Petroleum.
Last month China's state-owned oil company CNOOC agree= d to pay Chesapeake $570 million for a one-third stake in a drilling project in the Niobrara. This followed a $1 billion de= al in October between the two companies on a project in the Eagle Ford.
With oil prices high and natural-gas prices low, profi= t margins from producing oil from shale are much higher than for gas. Also, drilling for shale oil is not dependent on= high oil prices. Papa says this oil is cheaper to tap than the oil in the = deep waters of the Gulf of Mexico or in Canada's oil sands.
The country's shale oil resources aren't nearly as big= as the country's shale gas resources. Drillers have unlocked decades' worth of natural gas, an abundance of supply that m= ay keep prices low for years. U.S. shale oil on the other hand will only su= pply 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 halt= ed after the BP oil spill.
U.S. oil production climbed steadily through most of t= he last century and reached a peak of 9.6 million barrels per day in 1970. The decline since was slowed by new production in= Alaska in the 1980s and in the Gulf of Mexico more recently. But by 2008, = production had fallen to 5 million barrels per day.
Within five years, analysts and executives predict, th= e newly unlocked fields are expected to produce 1 million to 2 million barrels of oil per day, enough to boost U.S. produc= tion 20 percent to 40 percent. The U.S. Energy Information Administration e= stimates production will grow a more modest 500,000 barrels per day.=
By 2020, oil imports could be slashed by as much as 60= percent, according to Credit Suisse's Morse, who is counting on Gulf oil production to rise and on U.S. gasoline demand= to fall.
At today's oil prices of roughly $90 per barrel, slash= ing 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,&q= uot; says Rehan Rashid, an analyst at FBR Capital Markets. "The implications are major for the nation."
 
-----Original Message-----
From: hoursaway1@comcast.net<= br> 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 40 years ago= .   """We will be out of oil in twenty years"= ""  Coffee is bad for you""" now coffee is go= od for you & we have more oil than anyone ever dreamed available + being used many times more effici= ently,  the """ones in the know ...do not know!!!! = ; But they can predict the weather 50 years from now.   = ;            &n= bsp;        David R. Cook   RV= 6A  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 w= as about replacing a very toxic oxygenate (MTBE) with something cleaner burning and less toxic. Lead in aviation fuel will = go the same way.. its inevitable. One plant makes the lead that goes in&nbs= p;it. They go tits up and the 25 percent of the aviation fleet that burns 7= 5 percent of the leaded avgas will be knee-capped brutally.
 
Biofuel is not exclusively ethanol. Its also HYDROCARBO= NS synthesized or processed from living matter, as opposed to fossil fuels naturally developed from long dead matter. Its = bacteria in a digester/reactor with a feedstock and a product stream. Ethan= ol is in cars to reduce smog.. nothing more. Biofuels in aircraft do not ne= cessarily have to include ethanol (but it could).
 
Ifwe dont start doing more than paying lip service to p= reserving our environment, we will have the worlds best military protecting the worlds largest ecological wasteland. <= /span>
 
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 b= e developed further. And if we wait until its too late to transition, our w= orlds best military will be reduced to throwing rocks and writing nasty let= ters, because our turbine powered planes and tanks dont run on good intentions.

Personally... if we have to burn oil... Why burn mine (ours) when I ca= n burn yours (theirs)..
 
I'm not hardly a hairy, stoned, tree hugging hippie, bu= t I do recognize their point..
 
Dave
 
 
On Wed, Feb 9, 2011 at 7:24 PM, <hoursaway1@comcast.net> wrote:
Lynn for President,,,,,,,,,,( might= be in central FL this winter, will contact, stop & say hi )  = ; 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 ...
In a message dated 2/9/2011 12:02:39 P.M. Eastern Stand= ard Time, jwhaley@datacast.com writes:
Interesting enough, though the scary p= art is there=92s no mention in the text of AVGAS or GAS =85 only the subject uses the term AVGAS.
The text body uses the terms =93unleaded, sustainable general aviation fuel, credible renewabl= e, unleaded fuel, 'green' fuel and the exclusive use of biofuel in air show= performances."  I fear this is another attempt to push ETHANOL or heavy ethanol-blended fu= el.
Jeff
If you take away government subsidies from the green fu= el tree hugger play. Gasohol would be gone in a month. It takes almost a gallon of fuel to produce a gallon of gasohol. = You have to boil it. It is made just like Jack Danials.
 
It is the biggest victory of form over function ever im= agined by mankind.
 
The farmers love it because they save money as the kern= el quality is lower, and the water content is higher, and they get government money. The government pays the oil compani= es to use it. The oil companies get to displace actual gasoline with the cr= ap for even more profits, and the user pays all of them extra in taxes so y= ou can get 30% less mileage and performance. But wait...........there's more.........Plus the better corn = not now being grown for feed stock plastics and human consumption has boost= ed 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 hous= e of cards. When beef prices get high enough, dairy herds are thinned at hi= gher rates (younger) and milk production drops. Milk prices go up.
 
What to do? 
 
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 wo= rld country by the towel heads who hate us. If you don't remember the oil crisis of 74 under the (Now) second worst pr= esident 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 dop= e, and use gasohol let them pay for it with their money not mine.
 
Look up Bakken oil formation.
 
Lynn E. Hanover 
 
 
 =
 





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