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Dynon on Corvair engine
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frankroskind(at)HOTMAIL.C
Guest

Posted: Fri Jul 07, 2006 3:23 am Post subject: Dynon on Corvair engine

I thnk the reason that the Corvair engine gets so much attention is that it 

is a unique conversion.  The VW is similar but has much less power, and from 

what I understand about most VW conversions, the typical aircraft conversion 

gets its power off the end opposite that used to get power in a car.  The 

Corvair engine is air-cooled, and direct drive, both of which bring welcome 

simplicity to a project.  I have nothing against any gizmo, but if it isn't 

on the plane it can't break.  The competing engines to a Corvair are the 

Rotax, Jabiru, and some older Lycomings or Continentals which are hard to 

find.  In general they cost more.



I know there are other conversions out there, including Subaru and Geo, but 

the bottom line is that those conversions are extremely complex processes, 

and require at a minimum gear boxes and liquid cooling systems.  It is no 

surprise then that the Corvair conversion gets a lot of attention.  Further, 

the conversion that gets so much attention is the William Wynne conversion.  

His discussions make a fair amount of sense.  He posts what I think are 

open, relatively unbiased discussions on his website.  Certainly Zenith is 

interested in his work, and posts a link from their website.



OTOH, there are drawbacks to the Corvair conversion, some of which you have 

highlighted.



If there were no drawbacks there would be no reason to discuss the engine.  

If there were no advantages there would be no reason to discuss the engine.  

We have a lot of discussion, and I think the implication is very clear.  

Corvair engines have a lot of advantages and drawbacks.



As to single point failures, there are two issues- first can a single point 

failure turn your airplane into a glider, and second, is the failure 

graceful, or sudden.  All piston engines can fail due to a crankshaft 

failure or a fuel line failure, both of which are single point, and which 

are common modes to all of the engines suggested for Zeniths.  Ignition 

system failures with conventional point ignition as suggested by Mr. Wynne 

are comparitively rare, and failures without warning are extremely rare.  

Dual ignition systems are also subject to extremely rare event single point 

failures as well.  I don't think these failures are as likely to occur ass 

some of the other failures, such as fuel system or crankshaft.  It is easier 

to reduce the risk of an engine failure by addressing the fuel system and 

crank than it is to reduce the risk by focuing on the ignition system.  I 

would suggest that the bigger issue is crankshaft failure, and the relalted 

issue of correctly matching the propellor to the engine.



Reply-To: zenith-list(at)matronics.com




4.  As to the question about why the Corvair gets so much attention on this 

list while the other auto conversions get nary a peep, I think it is the way 

the Corvair advocates make every comment a personal insult that leads to so 

much hot air.  If only the technical issues were discussed as such I think 

we would all be happier.

frankroskind(at)HOTMAIL.C
Guest

Posted: Fri Jul 07, 2006 4:32 am Post subject: Dynon on Corvair engine

I read a lot of accident reports.  I have not done any stats, but it seems 

to me that the first major cause of experimental aircraft power failures is 

failure of the fuel delivery system (tanks, no fuel, contamination, lines, 

pumps etc.), which does not appear to be affected by choice of engine.  

Other prominent causes are lubrication failures, misassembly, overheating, 

and crankshaft failures related to poor coordination of propeller and 

engine. Th last seems to be a big deal for Corvair engines, but that may be 

because someone has focused attention on the issue.  On the flycorvair 

website there is an extensive discussion of the crankshaft issue.  OTOH, I 

went to a session last year at Oshkosh where the subject was matching prop 

to engine, and the focus was on certified engines on experimental aircraft. 

On certified engines the failure mode was often a broken propellor caused by 

harmonics, which is much more serious than a crankshaft failure because the 

engine often departs the airframe.  The simple answer was to select a 

propeller engine combination that was working on a certified airplane and 

adhere to any rpm restrictions, with the alternative answer to use a wooden 

prop, because harmonics are not as big an issue with wood, which damps 

vibrations.  At the Corvair sessions at Oshkosh, William Wynne was careful 

to urge weight and extension limitations for props.  That seemed like sound 

advice.  I haven't read many reports of in-flight ignition system failures.  

I would focus on geting the fuel system right , building the engine right, 

and getting the right prop.  It wouldn't hurt to check the fuel on preflight 

either.



Reply-To: zenith-list(at)matronics.com



I know I am new to the list but this corvair stuff is just dumb. It seems no

one can say the corvair has it's downsides. It has lots of downsides, that's

because it's a car engine. But the reason most who choose it is for the cost

savings. The engine does not have the data to prove it's reliability. Too

few are flying. But I will wager that if you look at the engine failures per

capita against a certified engines, it fails more often. One thing is

clear.....Corvair people come off as rude when defending the choice. That is

what is hurting the engine the most.

2thesky

Joined: 30 Jun 2006
Posts: 18

Posted: Fri Jul 07, 2006 5:07 am Post subject: Re: Dynon on Corvair engine

Well, since I haven't even decided on how I want to build my shop, much less which of the few "finalists" I intend to build, an engine choice seems way down the road for me.  One thing that I can say about the Zodie XL Corvair is that I LOVE the cowling on the engine.  It is, in my opinion, one of, if not,  the best looking nose on a plane that I have seen in a long time!  I wonder if that engine cowl could be used with some of the other engines?



Do not archive

_________________
Every takeoff is optional, but every landing is mandatory!

frank.hinde(at)hp.com
Guest

Posted: Fri Jul 07, 2006 7:29 am Post subject: Dynon on Corvair engine

And what happens if that changeover switch fails?



Frank

HDS soob 400 hours with individual on-off switches for each critical

system 



--

craig(at)craigandjean.com
Guest

Posted: Fri Jul 07, 2006 7:55 am Post subject: Dynon on Corvair engine

 	  Quote: 	
		  > And what happens if that changeover switch fails?


	


Roughly the same thing that happens if your mag switch fails. But not

exactly - as I understand it a mag switch grounds a lead to turn off a mag.

IMHO it is less likely that a switch fail and unintentionally grounds a wire

than a switch failing open. So slight edge to a system with a conventional

mag switch.



Anyway there is an easy fix - use two SPST switches instead of a SPDT one.

Each half of the system gets its own switch. Although William doesn't

recommended it there is also nothing that keeps you from running both halves

of the system at the same time.



Bottom line is that any aircraft has potential single points of failure. The

question is what is likely to fail. For example it is possible to add

another plug to the Corvair heads (it has been done). But in the opinion of

some it adds more risk than it removes. It forces you to remove some

critical cooling fins and alters the geometry of the chamber.



-- Craig

Afterfxllc(at)aol.com
Guest

Posted: Fri Jul 07, 2006 8:14 am Post subject: Dynon on Corvair engine

I guess you would point it to the ground and hope you had a heart attack  before you got there........... I have been reading these posts for way to long  about this subject. I don't care what power plant you are using you WILL have a  failure at some point. With that said I would worry a lot more about some dumb  thing you had done that causes you problems rather than worrying about  a redundant system failing. I am going corvair but I have my concerns about the  ignition system so I am going to take extra care when wiring it so I don't think  about it every time I go flying (What's the fun in that)? One point no one has  brought up is on a corvair you have duel points and duel coils, etc., etc.,  but what if the distributor shaft itself breaks? I think we understand the  dangers in our choices but a lycoming breaks just as anything else would,  so I figure as long as the engine stays whole and I don't panic I can get her  down safely. 

  

 Do not archive

frank.hinde(at)hp.com
Guest

Posted: Fri Jul 07, 2006 8:38 am Post subject: Dynon on Corvair engine

Bingo!



Electrical systems do fail...and quite often. This is why on the Soobs

we all (well most of us) do not interconnect the two electrical systems

save for the diode that seperates the two batteries. That way a single

alternator can charge both the batteries but each battery has a fuel

pump and an ignition system all to itself. When you uses individual SPST

switches this effectively isolates electrical single points of failure.



On the Soob dual ign setup the HT leads comes out of each coil and goes

thru the MSD coil joiner (basically two high voltage diodes) and to the

distributor. These have a zero failure rate as far as anyone knows.



You correct in that the Mag "changeover" switch works the other way

round...I still don't like it and on the RV I have individual switches

for this as well. But the idea is the lead can go open circuit and the

engine will continue to run....But why risk a short to ground if you

don't have to.



Anecdotal reliability info says that ignitor chips (electronic

ignition), coils and switches are items that fail more often than

mechanical components so avoiding single points of failure is highly

desirable.



Frank

HDS Soob 400 hours

RV7a...paint 



--

frank.hinde(at)hp.com
Guest

Posted: Fri Jul 07, 2006 8:39 am Post subject: Dynon on Corvair engine

Yup...Minimise the risks,  make sure you got hull insurance and pray you get to cash the  check!

  

 Frank

 HDS soob..>Well not  really I sold it

  



   From: owner-zenith-list-server(at)matronics.com  [mailto:owner-zenith-list-server(at)matronics.com] On Behalf Of  Afterfxllc(at)aol.com

Sent: Friday, July 07, 2006 9:06  AM

To: zenith-list(at)matronics.com

Subject: Re: Zenith-List:  Re: Dynon on Corvair engine

 

 I guess you would point it to the ground and hope you had a heart attack  before you got there........... I have been reading these posts for way to long  about this subject. I don't care what power plant you are using you WILL have a  failure at some point. With that said I would worry a lot more about some dumb  thing you had done that causes you problems rather than worrying about  a redundant system failing. I am going corvair but I have my concerns about the  ignition system so I am going to take extra care when wiring it so I don't think  about it every time I go flying (What's the fun in that)? One point no one has  brought up is on a corvair you have duel points and duel coils, etc., etc.,  but what if the distributor shaft itself breaks? I think we understand the  dangers in our choices but a lycoming breaks just as anything else would,  so I figure as long as the engine stays whole and I don't panic I can get her  down safely. 

  

 Do not archive

dredmoody(at)cox.net
Guest

Posted: Fri Jul 07, 2006 11:15 am Post subject: Dynon on Corvair engine

Hey, now can we have a pissing match over Gibson guitars vs. Fender?



Ed Moody II



Do Not Archive



---- Christopher Smith <ch601xl(at)gmail.com> wrote: 

 	  Quote: 	
		   I really didn't mean to lump all corvair guys into one for I might be one

 soon. I'm sure Phil is a nice guy & I hope he will help me on deciding on

 what to do about my engine choices. I know there are many smart people on

 this list, & that can only be a help to me in the years to come. I will ask

 lots of questions, & none of them will be to put down anyone. Thank you for

 the response & thank all of you who have written me off list. Your words on

 the list are nice to hear. & oh.....crotch rockets all the way!

John.Hines(at)craftontull
Guest

Posted: Fri Jul 07, 2006 11:25 am Post subject: Dynon on Corvair engine

Gibson vs. Fender?  What about Kramer, hammer, Ibanez, G&L, Peavey, &

Yamaha?  Are you questioning my choice of playing a Peavey?  You must be

an elitist guitar snob!!  LOL - Sorry, I couldn't resist!



DO NOT ARCHIVE



John R. Hines

IT Manager

Crafton, Tull & Associates, Inc.

901 N. 47th Street, Suite 200

Rogers, AR 72756

Office: 479-878-2449

Mobile: 479-366-4783

Fax: 479-631-6224

John.Hines(at)craftontull.com

www.craftontull.com



Crafton, Tull & Associates, Inc. exists to anticipate and understand the needs of our clients and provide them with successful solutions.

--

dredmoody(at)cox.net
Guest

Posted: Fri Jul 07, 2006 11:41 am Post subject: Dynon on Corvair engine

Ah!!! Now that's the list I know. Let the urination commence!



Do Not Archive



---

jean-paul.roy4(at)tlb.sym
Guest

Posted: Fri Jul 07, 2006 6:23 pm Post subject: Dynon on Corvair engine

Peavy,,,,,,,,,waaashhhhhhhh!    lollllll

not even good for beginners



J.P.



do not archive

---

jean-paul.roy4(at)tlb.sym
Guest

Posted: Fri Jul 07, 2006 6:23 pm Post subject: Dynon on Corvair engine

Hey Ed, I've got a Telecaster and an old Strat that I just love! Mind you I

gave my old Gibson away but I won't get rid of my Lespaul,,,,,,, just in

case.



J.P.

---

Afterfxllc(at)AOL.COM
Guest

Posted: Fri Jul 07, 2006 9:02 pm Post subject: Dynon on Corvair engine

With all due respect.....I just got a call today from our local DAR and  guess what??? he asked me to go with him to pick up a RV-7 powered by a o-360  with a rod thru the case. I am not knocking Lycoming here just pointing out that  the mags didn't matter much in this case did they? I am getting sick of this  discussion that is really going no where fast.

 Bottom line is that are the dual points truly redundant NO and the reason  is because there is only one shaft that drives the cam to open the points, we  know this and accept it but using armor plated wire and having a backup battery  and a crawl space to get to the engine in flight wont help you if you have other  issues. stop beating a dead horse or trying to convince us of what we are in  agreement with already.

randy(at)shadycreekoutlaw
Guest

Posted: Fri Jul 07, 2006 9:29 pm Post subject: Dynon on Corvair engine

This is why I'm thinking of scraping the 601XL idea and start building a  bi-plane...  This way if one set of wings 'go bad', I'll have another,  redundant set! 

  

 Randy

  

 Do Not Archive

  

 [quote]   ---

mijniljj(at)yahoo.com
Guest

Posted: Sat Jul 08, 2006 3:16 am Post subject: Dynon on Corvair engine

I have nevwr heard of a broken distributer shaft.



--- Afterfxllc(at)aol.com wrote:



 	  Quote: 	
		   With all due respect.....I just got a call today

 from our local DAR and  

 guess what??? he asked me to go with him to pick up

 a RV-7 powered by a o-360  

 with a rod thru the case. I am not knocking Lycoming

 here just pointing out that  

 the mags didn't matter much in this case did they? I

 am getting sick of this  

 discussion that is really going no where fast.

 Bottom line is that are the dual points truly

 redundant NO and the reason  is 

 because there is only one shaft that drives the cam

 to open the points, we  

 know this and accept it but using armor plated wire

 and having a backup battery 

  and a crawl space to get to the engine in flight

 wont help you if you have 

 other  issues. stop beating a dead horse or trying

 to convince us of what we 

 are in  agreement with already. 

 


	




__________________________________________________

dave.thompson(at)verizon.
Guest

Posted: Sat Jul 08, 2006 3:50 am Post subject: Dynon on Corvair engine

Wow! What happened?  

   

Guys! Guys!  

   

I’m sorry that I started this argument!  

   

First of all, I’m the first to admit that I don’t know much about aircraft. That’s why I am on this list. I don’t even have an airframe yet.   

   

As for the Corvair engine, Yes, that’s what I intend to use. Not a defense, just a fact. Why a Corvair? I had a ’64 Corvair car in High School and the price looked good. As I researched the engine, I became impressed with the research & development that is being done on the Corvair / 601XL combination. I also was impressed with the people doing it. What I learned was that I was personally willing to accept the level of dependability it will provide, which by the way, flight testing has proven to be very high. If I follow the experts’ advice, I can expect to have a powerful and dependable power plant. The lower price allowed me to afford to build the aircraft that all of us here love: A Chris Heintz design.  

   

Don’t get me wrong, Risk management is foremost in my mind. We must ALL decide for our selves our own level of Risk. That’s why I’m not building a wood & fabric plane. It’s not within MY PERSONAL level of risk. It’s also why I didn’t make a third parachute jump back in the 70’s.  

   

My goal is to get in the air. I want to someday have the pride of saying “I built this airplane!” it will also be cool to say “and the engine too!”    

   

As for the other engines, I feel they ALL have their good points and bad points. That’s the glory of homebuilding! We ALL get to CHOOSE what we build, hang up front and stick in the panel. And face it: most of us have to consider the size of out wallets.  

   

I don’t care if you hang a cooling fan motor on some sticks and bed sheets and painted it hot pink. (Let’s not start a debate over colors  If you built it yourself, have the nerve to fly your creation and are proud of it, I’m as happy FOR you as you are. I consider you a brother in the quest for the sky.   

   

I joined this group to learn as much as I could. I’ve posted a few questions and answered some too. Thank you all for the great information I have received.  Let’s not debate the choices of others or put down other products because they weren’t YOUR choice. Let’s just try to be as helpful and technically accurate as we can.  

   

Now, with that said:   

   

I mentioned the ignition system because it was relevant to the original question; connecting a Dynon to a Corvair. The information that I gave about a Tach possibly shorting out an Ignition system came from William Wynne. He has the most experience with Corvair flight engines. That’s why I plan to follow his advice. Whatever engine you choose, you should seek out the experts and consider their advice.  Anyway, if you want to know more about the flight Corvair ignition or anything else about the engine, check out William’s website. www.flycorvair.com. You will get the correct flight tested information. With a quick search I found some statements about tach hookup. Look about half way down for the question entitled: “Tachometer coil pickup”. http://www.flycorvair.com/email1204.html Also check out this link a little past half way down. He shows a picture of the tach pickup on his 601XL. http://www.flycorvair.com/hangar1005.html   

   

After you read the above websites, and you feel that direct connection of a tach is within your comfort zone of reliability, then go for it. It just seems to me that if someone more qualified than me says not to do it, I won’t.  If you don’t know the options, you can’t make an educated decision. I think that’s the intent of the original question; to get all the information.  

   

I put a very cheap tach on my mustang when I was in high school. Several months later, it failed, shorted out and disabled the ignition system. I don’t want the same thing to happen to my airplane.  

   

The debate is not coil/points ignition over magneto, that’s a debate for the Engine List. The point is if you use a dual ignition distributor on a Corvair flight engine, the designer has tested and has said to keep the tach completely divorced from the ignition. His research and testing strongly suggests some sort of pickup to count teeth on the starter gear. I read someplace that the MSD inductive pickup for tachometer might work but I haven’t found anyone who has tried it. I am not really qualified to suggest a pickup that would be compatible with the Dynon units. I hope that by the time I get ready for my panel someone has come up with a resolution to the issue.   

   

I hope I didn’t offend anybody or sound too crabby,   

   

Dave Thompson  

dave.thompson(at)verizon.net  

Do not archive

engineerguy3737(at)yahoo.
Guest

Posted: Sat Jul 08, 2006 7:34 am Post subject: Dynon on Corvair engine

Dave,

 Any pickup that will output a digital pulse will work

with the Dynon unit. I have spoken with WW a couple of

times and I know his opinion on glass. He makes some

valid points about being able to short to the ignition

etc. But, as an experimenter I find this to be a

challenge that needs to be solved, not given up on

because the expert said so. He became the expert by

experimenting and by working hard.

 I will be presenting this challenge to my fellow

engineers on Monday to see what we can come up with to

isolate the tach from the Dynon. I can't promise any

results but I will be pushing the issue since I plan

on having an all Dynon panel in my Corvair powered XL.

(With a few backups of course.)

 Again, if you guys are really interested in using a

Dynon, the best way to get support for it is to call

and to e-mail. It currently is not officially

supported because there just isn't a lot of demand for

it. We are willing to help out anyone who wants to

give it a go. 



Thanks

Dan Lykowski

Software Engineer

Dynon Avionics 



--- Dave Thompson <dave.thompson(at)verizon.net> wrote:



 	  Quote: 	
		   Wow! What happened?

 

  

 

 Guys! Guys!

 

  

 

 I'm sorry that I started this argument!

 

  

 

 First of all, I'm the first to admit that I don't

 know much about aircraft.

 That's why I am on this list. I don't even have an

 airframe yet. 

 

  

 

 As for the Corvair engine, Yes, that's what I intend

 to use. Not a defense,

 just a fact. Why a Corvair? I had a '64 Corvair car

 in High School and the

 price looked good. As I researched the engine, I

 became impressed with the

 research & development that is being done on the

 Corvair / 601XL

 combination. I also was impressed with the people

 doing it. What I learned

 was that I was personally willing to accept the

 level of dependability it

 will provide, which by the way, flight testing has

 proven to be very high.

 If I follow the experts' advice, I can expect to

 have a powerful and

 dependable power plant. The lower price allowed me

 to afford to build the

 aircraft that all of us here love: A Chris Heintz

 design.

 

  

 

 Don't get me wrong, Risk management is foremost in

 my mind. We must ALL

 decide for our selves our own level of Risk. That's

 why I'm not building a

 wood & fabric plane. It's not within MY PERSONAL

 level of risk. It's also

 why I didn't make a third parachute jump back in the

 70's.

 

  

 

 My goal is to get in the air. I want to someday have

 the pride of saying "I

 built this airplane!" it will also be cool to say

 "and the engine too!"  

 

  

 

 As for the other engines, I feel they ALL have their

 good points and bad

 points. That's the glory of homebuilding! We ALL get

 to CHOOSE what we

 build, hang up front and stick in the panel. And

 face it: most of us have to

 consider the size of out wallets.

 

  

 

 I don't care if you hang a cooling fan motor on some

 sticks and bed sheets

 and painted it hot pink. (Let's not start a debate

 over colors  If you

 built it yourself, have the nerve to fly your

 creation and are proud of it,

 I'm as happy FOR you as you are. I consider you a

 brother in the quest for

 the sky. 

 

  

 

 I joined this group to learn as much as I could.

 I've posted a few questions

 and answered some too. Thank you all for the great

 information I have

 received.  Let's not debate the choices of others or

 put down other products

 because they weren't YOUR choice. Let's just try to

 be as helpful and

 technically accurate as we can.

 

  

 

 Now, with that said: 

 

  

 

 I mentioned the ignition system because it was

 relevant to the original

 question; connecting a Dynon to a Corvair. The

 information that I gave about

 a Tach possibly shorting out an Ignition system came

 from William Wynne. He

 has the most experience with Corvair flight engines.

 That's why I plan to

 follow his advice. Whatever engine you choose, you

 should seek out the

 experts and consider their advice.  Anyway, if you

 want to know more about

 the flight Corvair ignition or anything else about

 the engine, check out

 William's website. www.flycorvair.com

 <http://www.flycorvair.com/> . You

 will get the correct flight tested information. With

 a quick search I found

 some statements about tach hookup. Look about half

 way down for the question

 entitled: "Tachometer coil pickup".

 http://www.flycorvair.com/email1204.html

 Also check out this link a little past half way

 down. He shows a picture of

 the tach pickup on his 601XL.

 http://www.flycorvair.com/hangar1005.html 

 

  

 

 After you read the above websites, and you feel that

 direct connection of a

 tach is within your comfort zone of reliability,

 then go for it. It just

 seems to me that if someone more qualified than me

 says not to do it, I

 won't.  If you don't know the options, you can't

 make an educated decision.

 I think that's the intent of the original question;

 to get all the

 information.

 

  

 

 I put a very cheap tach on my mustang when I was in

 high school. Several

 months later, it failed, shorted out and disabled

 the ignition system. I

 don't want the same thing to happen to my airplane.

 

  

 

 The debate is not coil/points ignition over magneto,

 that's a debate for the

 Engine List. The point is if you use a dual ignition

 distributor on a

 Corvair flight engine, the designer has tested and

 has said to keep the tach

 completely divorced from the ignition. His research

 and testing strongly

 suggests some sort of pickup to count teeth on the

 starter gear. I read

 someplace that the MSD inductive pickup for

 tachometer might work but I

 haven't found anyone who has tried it. I am not

 really qualified to suggest

 a pickup that would be compatible with the Dynon

 units. I hope that by the

 time I get ready for my panel someone has come up

 with a resolution to the

 issue. 

 

  

 

 I hope I didn't offend anybody or sound too crabby, 

 

  

 

 Dave Thompson

 

 dave.thompson(at)verizon.net

 

 Do not archive

 

 


	




__________________________________________________

p.mulwitz(at)worldnet.att
Guest

Posted: Sat Jul 08, 2006 8:44 am Post subject: Dynon on Corvair engine

Hi Dan,



I don't know how the Dynon is typically hooked up to ignition parts 

to get tachometer function.  However, I do know you can get a really 

ugly signal by wrapping a few turns of wire around a spark plug wire 

to pick up an A/C signal.  The real problem from that point is to 

condition the signal to be compatible with the Dynon input.  This 

will probably require an appropriate diode to rectify and clamp the 

signal and a simple resistor divider to reduce the voltage.  It may 

be necessary to add an amplifier (op-amp possibly) to further 

condition the signal and make a nice square digital wave form.  It 

would help to have the Dynon input circuit diagram and any 

specification they may have for the input signal.



Since the coupling between the circuit described above and the 

ignition is inductive I don't see how it could possible impact the 

ignition function.  I suppose it could overload it if you draw too 

much power from the spark plug wire, but you wouldn't need more than 

a tiny amount of the energy in the spark plug wire to make your signal.



This all requires a decent oscilloscope and a little electronics 

design knowledge.  If you don't properly condition the signal you run 

the risk of damaging the Dynon input circuit.



Good luck,



Paul

XL fuselage

Recovering digital circuit designer

At 08:33 AM 7/8/2006, you wrote:

 	  Quote: 	
		  



Dave,

  Any pickup that will output a digital pulse will work

with the Dynon unit. I have spoken with WW a couple of

times and I know his opinion on glass. He makes some

valid points about being able to short to the ignition

etc. But, as an experimenter I find this to be a

challenge that needs to be solved, not given up on

because the expert said so. He became the expert by

experimenting and by working hard.

  I will be presenting this challenge to my fellow

engineers on Monday to see what we can come up with to

isolate the tach from the Dynon. I can't promise any

results but I will be pushing the issue since I plan

on having an all Dynon panel in my Corvair powered XL.

(With a few backups of course.)

  Again, if you guys are really interested in using a

Dynon, the best way to get support for it is to call

and to e-mail. It currently is not officially

supported because there just isn't a lot of demand for

it. We are willing to help out anyone who wants to

give it a go.



Thanks

Dan Lykowski

Software Engineer

Dynon Avionics



--




	


-

paulrod36(at)msn.com
Guest

Posted: Sun Jul 09, 2006 7:42 am Post subject: Dynon on Corvair engine

<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]-->  Paul M, theoretically, you are correct. However, if you run a   likelihood/consequence matrix, it could be seen that the likelihood of a  catastrophic failure is very slim, somewhere in the four-decimal-points or more.  The statistical probability reaches way out there. If you wanted to halve the  probability, you could run two completely parallel electrical systems (wouldn't  really add that much more weight). It's somewhat analagous to the hypothetical,  "You will absolutely die if an elephant falls out of a 747 flying overhead,  crashes through your entire house and lands on you at the instant you step out  of your basement bomb shelter."  I spent a few days with a  Master's in the safety field, and one of the first things we learned back in the  old days is that safety is the intelligent application of acceptable risks, not  the removal or avoidance of all possible risks. Personally, I like WW's  setup.

  

 Paul Rodriguez

 601XL/Corvair.

 DO NOT ARCHIVE

 [quote]   ---

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