Ignition “issues” and I-U-S-F

Builders,

The last few weeks have seen builders with “issues” involving getting their engines to run on our ignition systems. Both of these builders stated that their ignitions were defective, in spite of the fact I test every single one of them before they leave the shop. Jumping to the conclusion that I sell defective stuff is not a rational response, nor one that engenders the better angels of my nature, particularly when both of the units were returned to my shop and tested, and found to be fine.

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Here is a story about  how to wire a distributor, the mistakes people sometimes make, and a example of an unreasonable response: E/P Distributor wiring notes:  A link to our nine page illustrated instructions : http://shop.flycorvair.com/product/3301-epx-distributor/ notice these come with every distributor, and are on line also.

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Several Common threads appear with builders having an “Issue”:

They have a “helper” or a partner, who doesn’t understand how the system works either

They have not been to a Corvair College, even though they would learn the specific elements they are missing.

They are not using information resources we have developed listed here: Outlook 2016 – The Corvair ‘Information Network’ now in gear.

They didn’t follow rule number one of ignitions: DO NOT change the point settings, or anything else in the ignition, just install it following the directions. If you have any problem understanding them, DO NOT ask another person who doesn’t understand, just call us, before taking anything apart.

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I am developing a term called IUSF. This stands for “Insufficient Understanding for Safe Flight” I am not kidding about this, and I am going to write a story about this so when people are not reading instructions, or taking incorrect advice, or jumping to conclusions about tested parts, I am going to reference this story in a formal notice to them, and directly invite them to the next Corvair College for in person instruction. I will be meeting them ‘more than half way’, for free,  in order to offer them an opportunity to develop a better understanding, so they can safely fly their plane. Some people “Don’t know what they Don’t know.” This will be a way of telling people they are not learning practical information fast enough to understand it before their plane is done. I can’t force anyone to do this, but neither will I be responsible for the results of people who choose not to understand the proven ways to install and operate our systems. 

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Above: A General Motors engineering report on distributor advance, specifically referencing the 180HP Turbo engine. One of the builders said  an engine can not be cranked with the ignition advanced. Really? Look closely, the initial ignition advance for all turbo Corvairs was 24 degrees at idle. Before a ‘helper’ convinces you of something about Corvairs, consider that I might just know more about them than he does. All of our DFI distributors : More DFI testing are based on cranking the engine with more than 20 degrees of advance. It works just fine.

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Same report, sitting on the steps of my shop today, with a rear cover from a 180 HP corvair, notice the factory sheet metal timing mark extention, so that the idle timimg can be set to 24 degrees. I don’t make this up, many engines, including aircraft engines without impulse coupled magnetos, are all cranked with full advance.

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One builder had a buddy who said that his engine only ran when he installed the points above in place of the ones we use, because these were better, and noted we should look into using them, implying we sent him a second rate part.

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Same box as above, in front of my parts bin, showing that his helper wasn’t right, as I already use the identical points on every distributor we make. Yes, he took of the same set to replace it himself with the identical part, in spite of the fact the directions explicitly say not to touch the points.

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Distributor in my machine, returned by the builder, with the claim that I sent him a defective electronic unit. Guess what, it works perfectly. But, look at the white points wire: I pulled off a little piece of tape the helper put on, and low and behold, the wire had been cut by being carelessly pinched under the cap. Just in case anyone is wondering, a piece of tape is not an acceptable repair to any piece of wiring with damaged insulation, anywhere on your plane, and particularly not in the ignition system. The owner said he didn’t do this, meaning it was the handiwork of the helper.

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Above, a closer look at the cut wire under the tape. If any person did this on a plane I was in charge of, and hid it, I would never let them in the hangar again. Working on planes is serious business, and you have to take it more seriously than this.

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I fully understand that people are not born knowing these things. But, you have to be willing to learn them, willing to follow the directions, willing to stop taking advice or ‘help’ from people who don’t know what they are doing, willing to use our information resources, and if you still don’t get it, you have to be willing to travel to a college to learn these things in person. That is as plain as I can say it. I do not say these things to offend, I say it to prevent accidents that never have to happen.

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wewjr.

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3.3 Liter Corvair of Kamal Mustafa

Builders,

About two weeks ago, a well known Zenith builder and flyer who has already logged 502 hours on his 2,700cc Corvair powered Zenith 601XL, came down to Florida, picked up all of his previously ordered 3.3 liter upgrade parts from SPA/Panther, and came over to my hangar to assemble and test run the engine. It took him about a day, as he had previously built his 2,700 that ran flawlessly.

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A fez and wrap-around shades are the hallmarks of the man I often introduce as  “Kamal Mustafa, my attorney”. Although he has impeccable manners and a gregarious nature, he is truly a 300 pound bull in life’s china shop of timid people.

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The engine features all my gold system parts, along with a Weseman Billet long stroke 3.3 liter made in USA crank, cylinders pistons and rods. Kamal’s engine started at the tap of the key, and laid down a perfect 45 minute break in run. We tested it with both E/P-X and DFI ignitions. After cool down it was loaded in his car and driven home with haste. This engine will fly to Corvair College #39 in Barnwell SC next month.

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The engine is already mounted on his airframe and ready for its first flight with 25 more horsepower and 14 pounds less weight (the crank is lighter and he upgraded to a 2400-L Starter ) This is a very potent engine: When Dan and myself tested the 3.3 prototype on a professional dynamometer last year, it put down 99HP at 2,700 rpm, The identical full rated output of an O-200 Continental, but it did this as an intentional test running on 5 cylinders. Running on all cylinders, this engine comfortably exceeds 125hp, with no reduction in reliability.

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For more information, Call the SPA/Panther Corvair engine parts hotline at 904-626-7777.

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-wewjr.

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