My objection to all EFI's on the market is; I am not sure what they
will do in some unforeseen scenario. In an aircraft it is a life
or death environment.  What goes up MUST come down.


The flooding of all new RX8's is a good example.
Ford was involved with Mazda then and Ford extensively tests all
new vehicles. They missed it. They also missed it on the apex seal oil
injection.

I don't begin to know what some bodies EFI is going to do under
all circumstances.  Even if I had total access to the source code.
If it was written in C it would be Greek to me anyway as it
takes years to learn C. With most EFI's the source code is secret anyway.

I suspect this is the reason the FAA refuses to certify EFI and they
do have the source code.

I have written my share of complex software in assembly language and
it is near impossible to predict all possible situations or scenarios.
At least In assembly you know exactly what every instruction is going to do.
In any high level language you do not. BASIC however is much much
easier to learn than C.

That is why I suggest one Maximite per injector.  It is as simple as possible
and highly redundant. Same goes for the throttle pot and a 555. If you want
engine parameter recording and or instrument  panel display use a separate
Maximite and software. If there is a bug in that no big deal.

If there is a bug in your EFI software that is a big deal. Megasquirt is
not widely used in aircraft. That is true for all after market EFI's
with the exception of Tracy's. Tracy had his share of unforeseen problems
as well. They called it glider time :-) He wrote it in assembly language
so he knew far more about it than anybody using it. He did not
release the source code until recently and believe me it was very
complicated. About half just to control the ignition.

I used to be a fan of Megasquirt back when they published the
source code in Motorola 6800 assembly language. The 6800 was simpler
than the 6502 I used so I could at least understand what
they were trying to do. They now use C.

That is fundamentally why we fly the Motec TTC at Oxnard airport.
If the engine quits we are always near enough to the air port
to dead stick it in.


Paul Lamar

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