Morgans wrote:
Corvairs are proving crank breakers when operated
(direct drive) at power levels much over that of the old Pietenpol
conversions.

Flat out misleading, and shows that good 'ole Brett did not take the time to
read the whole story from William Wynne.

There are many factors that contribute to the Corvair crank breaks, but a
couple are using too long of a crank extension, using too heavy of a prop,
and using small props turning too many RPM's on very fast, slick aircraft.

If a person is really to want the whole, truthful story, it would be wise to
go to William's site, and read the whole story for yourself. Don't take
someone else's word on it, and especially not Brett's.


I don't claim to be an authority on corvairs or on any other engine. I
suggest that the authority on general purpose engines is their
designers and therefore one should endeavor to restrict all loads on
them to their design application. The marine guys, particularly
Kiekhafer with their I/O drives, should be studied long and hard.

Notice if you have a prop strike on a marine engine you don't
dismantle the engine. Why not? The drive takes those loads. Emulate
that.