Brand New 250 page 2014 Manual- Done

Builders,

I went to the print shop yesterday and picked up boxes of our new manual. This is a very large, entirely new Corvair Conversion manual I have been working on for 18 months.

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Rear view of a 3000 cc engine with mechanical fuel injection.

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It is based on the new numbering system that we introduced last year, It is much better organized than our previous manual. It has twice the page count, but it has a more compact font and smaller margins, yielding 3.5 times the content of the last manual, The word count is now 103,500. Every photo has a detailed caption, much of the book is in color, it has greatly expanded sections on installations and includes checklists and operations data.

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Grace has delayed mailing new manual orders that have come in recently to wait for this. If you bought a manual in the last 90 days we will get you a new one after Oshkosh for reduced cost. If you hold an older manual and would like to upgrade, just send us an email with “Manual upgrade” in the subject line and the number from the cover of your original manual please include your mailing address.  After Oshkosh we will send you a note about the cost of the upgrade before we ship it to you.

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New Builders can directly go to the manual link on our products page: http://www.flycorvair.com/manual.html to order their manual. We have raised the price to $69, from the $59 cost that we had on the last manual for 10 years.- ww.

 

 

On the road to Brodhead and Oshkosh 2014

Builders,

We are leaving to head north today. We will be at Brodhead WI late Friday and all day Saturday the 26th. The first day of Oshkosh is the 28th. The Last day is Sunday August 3rd.

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 We will be there in booth 616 in the North aircraft display area (where all homebuilt companies are) Right where we were the last several years.

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Our forum schedule: Oshkosh Corvair Forums – 2014

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Answers to common Oshkosh questions: 21 Days to Oshkosh 2014

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After Oshkosh we are detouring to NJ to visit with my Parents on the way back to Florida. I expect to be in NJ by August 6th, and back in the workshop in Florida by the 15th. That will give us 30 days to prep for Corvair College #30.

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While we are gone, It is almost certain that the shop answering machine on 904-529-0006 will fill up. As a much better alternative, please use our email: WilliamTCA@aol.com as a phone message location. Simply put “Phone Message” in the subject box and we will call you back from the road. Please include your phone number and a good time to call you. We will be swamped at Oshkosh, but I have a chance to return many calls while at my parents home.

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If you are planning on attending Corvair Colleges #30 or #31, please sign up before Oshkosh starts. Both of these events are more than half full, and in a few days at Oshkosh I expect that they will fill up. We have limited space in MO for #30, which restricts us to 70 builders. #31 at Barnwell can take 90 people, but that is also getting full. For  sign up info read this: Corvair College #30 and #31 sign up now open

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We hope to see as many of you as possible in the next few weeks. -ww.

Oshkosh Corvair Forums – 2014

Builders,

Here is a list of my forums on the Corvair at Airventure this year, Please also note that our booth is 616. For more information, please read this link:

21 Days to Oshkosh 2014

……(yes, I know it is no longer 21 days to Oshkosh.)

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2013, Above, Grace and ScoobE stand in front of the Arch, as we depart from my 20th Oshkosh.

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Tuesday, July 29

0830 – 0945 (8:30 AM – 9:45 AM)
Workshop Classroom 2


Wednesday, July 3o
0830 – 0945 (8:30 AM – 9:45 AM)
Forum 2

Saturday, August 2

Corvair Engines

1130 – 1245 (11:30 AM – 12:45 PM)

Workshop Classroom 3

(map)

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Zenith 601XL flying at night, cockpit video.

Builders:

The very impressive video linked to below is the work of 601XL-2,700cc Corvair builder and flyer Ken Pavlou, of Connecticut. He finished his plane barely 2 months ago, but now has 70 flawless hours on it. He is flying the plane to Oshkosh in 2 weeks.

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Left to right, Three Corvair powered Zenith 601XL’s. Ken Pavlou, Roger Pritchard and Louis Leung’s planes in a row. 

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The seven minute video of the flight can be found at this link:  http://www.youtube.com/watch?v=afIoeM6tqTE .

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Pictured is Ken’s night landing at Groton – New London airport. The minutes approaching the airport were from the west over Niantic and Waterford. Ken told me the basic altitude was about 1000 feet and he was cruising at 115 mph indicated. You can also watch video of Ken’s first flight at this link: http://www.youtube.com/watch?v=nK01KhG2CkE&feature=youtu.be

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Stop and think about how many times you have heard someone tell you that auto engine were not reliable, and can’t be made to fly in planes. Look at Ken’s plane, think about it’s flawless performance, and realize that every blow hard that told you it wouldn’t work, simply didn’t know what he was talking about…..although that isn’t an impediment to them talking.

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Ken isn’t an A&P from a flying family dynasty. Quite the contrary, he is a registered nurse who grew up in Greece. Gravity physics and  chemistry don’t play favorites, they will work for anyone who plays by their rules, and this trio will provide total reliability for people who use good judgment and work with proven designs. Success identical to Ken’s is available to anyone who is willing to learn with an open mind, it is not reserved for ‘special’ people. Experience with aircraft only helps the builder with judgment and a plan, it will not provide success for, nor protect the person who will not listen, consider, and learn. This is, and will always remain, lesson #1 in homebuilding.

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More stories involving Ken, aka “Adonis”:

Zenvairs ruled the skies over the northeast!

New 601XL, 2,700 Corvair, Ken Pavlou CT.

Corvair College #30 and #31 sign up now open

CHT info taken from test flight of 601XL

Thought for the day: “Censorship” on the net

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The Bell Pietenpol, 3 generations of flyers

Builders:

I just read a note from Shad bell where he recounted flying one of his sons in the family Pietenpol today. Shad and his father Gary started the plane many years ago, got their Corvair Going at College#7 in Ohio, and have flew the plane from Ohio to Brodhead WI, for many years. But today is the first day flying for generation #3.

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I took a few minutes to comb through the files for a number of pictures of this plane. It is a special thing when a father and son share in the building and flying of a plane, but it is exceedingly rare that 3 generations get to share the spirit of building and flying. Hats off to the Bell family dynasty.

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Above, Shad and the Piet in flight. Aircraft is based in Ohio. It has made a number of appearances at Brodhead. Gary and Shad came to CC#7 to get started on their engine.

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Above, – 2008-  Brodhead, Wisconsin.  Gary on right,  his son Shad on the left. I am pretty sure this was the plane’s first trip to Brodhead.

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2009 – Gary Bell lounges like a King, above. I like the transition from the year before. When your Pietenpol flies to Brodhead, you’re on top of the world. When you pull it off two years in a row, you own the world.

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Above 2009 s a close-up of Shad Bell with the plane. The plane sports a Tennessee Prop.

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Above, A great afternoon at Brodhead WI, 2009. R to L, the Piets of Gary and Shad Bell , Kurt Shipman, Randy Bush, all Corvair powered.

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A 2011 photograph from Brodhead showing the Bell’s Pietenpol in the foreground. Behind it is Kevin Purtee’s aircraft from Texas, and the far slot is Dick Navratil’s Rotec radial powered Piet.

Above, 2013 – The Bell’s Pietenpol makes another trip back to Brodhead.   Randy Bush’s and Shad’s Air Campers joined Tom Brown’s Piet and Bill Knight’s Last Original at Brodhead this year. Some years at Brodhead draw more than 25 Pietenpols. 2013 was a light turnout, but Corvairs powered one-third of the Pietenpols on hand. -ww

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Great moments in aircraft testing -2003-2004-2008

Builders:

In two weeks we will be headed back to Oshkosh. Once there we will be surrounded by hundreds of companies that will all attest on a stack of Bibles that they have carefully tested all of their products to protect the safety of their customers. In with these people will be at least 30 companies selling engines. Every single one of these companies will tell you without blinking an eye that their engine power output numbers are the result of careful Dynomometer testing. Almost all (90%) of these companies are lying about this.

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Traditional dyno testing is expensive, and a bit of a production to adapt an aircraft engine to. To learn much, it requires hours of evaluation, and runs at different conditions. Any company that does this would be justified in taking a photo of this milestone in their company history…….except you can politely ask to see a photo of their engine on a dyno, and of course they will not be able to produce a single image of their engine running on a dyno. I actually had one company tell they had done 100 hours of testing, but had forgotten to take a single photo of it. In an era where nearly every human has a cell phone that is also a camera, please tell me who would believe this?

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There are many kinds of dynos. Basically they all apply a load to the engine, and then measure the equal and opposite torque reaction resisting this load. No Dyno measures HP; they measure torque. HP is a calculation based on torque and RPM. If you building a plane, you don’t need to know this, but ideally everyone selling engines would, (but they don’t). A real motor head, like yours truly, knows this stuff. Combine this with some basic fabrication, and “Taa Daa!” the $500 dyno. Our dyno used the prop to generate the load,  allowed the engine to rotate on it’s crank axis by using a front spindle from a Corvair car, and measure the torque with a hydraulic cylinder. Later we simplified it further with an electronic scale for measurement. Using a digital optical tach, the accuracy measuring HP was within 2%

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I didn’t invent this kind of dyno, it has been around a long time, pictures of them in 1960s Sport Aviation magazines. This isn’t even the simplest kind of dyno. In one old Sport Aviation there is a picture of a Corvair  hanging on a steel cable turning a prop, with a wooden arm touching a scale. Yes that works also. The pictures of our set up have been on our webpage for more than 10 years. It would be very easy for any company selling engines at Oshkosh to have built their own version. Easy, but not as easy as telling people they have hundred of hours of testing, but forgot to take any photos.

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2003- Above, Oil system testing at Spruce Creek airport, 2003. We were testing how much pressure loss the cooler had when the oil in it was cold soaked for an hour at 32F. Testing like this is serious business. Note that Gus Warren liked Becks Dark, and I liked Michelob. Lot’s of companies like to have the appearance that they test products: they put people in lab coats and have them make scientific faces.  I don’t care for appearances, I just want results, and the picture shows we drank beer while we let the oil cool off. I can put on a lab coat a lot faster than a salesman can become a motor head and teach builders anything valuable.

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2004- Above, an O-200 on our dynamomemter; test crew from left to right, above: Gus Warren, Detroit Institute of Aeronautics, A&P 1990; Steve Upson, Northrop University, A&P 1976; yours truly, William Wynne, Embry-Riddle Aeronautical University, A&P 1991. While the way we dress may be slow to catch on in high fashion circles, we certainly know our stuff about all types of aircraft powerplants.

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2008- Above, Kevin and I are standing on my front yard, wearing jackets. We were waiting just before sunset for a rare weather phenomena to occur: a perfect standard day of 59F 50% relative humidity and a pressure of 29.92. Any time you read a dyno report and it says “corrected horsepower,” they’re making a calculation, sometimes accurate and sometimes not, to adjust for their test conditions not being at standard atmosphere. Because we live in Florida near sea level, there was actually  three occasions in four years when these conditions were met on testing days, and all our results we calibrated against these standards.

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How you can build a Dyno for $500 if you know how they work and you can weld:

Dynamometer testing the Corvair and O-200

A page devoted to all kinds of testing:

Testing and Data Collection reference page

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A sample of stories….

Builders:

This webpage now has more than 550 stories, here is a sample of older stories that you may have missed. here is a reminder of 6 of them. If you would like to see a list if 200 of the stories in categories, click on this link: 200 Stories of aircraft building. Below, just click on the colored ling to read the story.

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On flying planes: New Pietenpol, Gary Boothe, Cool, Calif.

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Above, Gary’s Piet at its first public display.

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On Engines: World’s Strongest 3,000cc Corvair, built by Greg Crouchley

“At first glance you might not see the inner motor head. Greg’s normal stomping ground is in international manufacturing, and I have never seen him without a collared shirt on, even when he was building his engine at Corvair College #24.  But this is camouflage for a guy who has a long background of getting his hands dirty.” 

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On Installation components: Fuel Injection – Corvair flight engines reference page

“If I were to pick a single topic that new builders are interested in, but know little about the applications of, It would be Fuel Injection. This is a topic dominated by misconceptions and myths.”

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On Philosophy: James Stockdale – Philosophy

“Although I have read the biographies of several hundred aviators in the past 25 years, I can say without hesitation that James Stockdale had the most impressive personal code of all.”

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On Risk management: “If only someone had told him……”

” In almost every case, the unfortunate person at the center had been told, often previously warned more than once, but they chose to ignore the warnings or discount them for reasons that frequently seem hard to remember after the damage is done. It is not the lack of information, but the willful choice to ignore it that is at the root of trouble.

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On Operations: Notes on Corvair flight engine oils.

“If a builder spends many hours talking about super special oils, and how they can fix everything in your life including your 401K,  and later comes to a college but has no idea how to install a distributor and set timing, I am going to tease him about spending a lot of time thinking about synthetic oil, an answer in search of a valid question,  when he needed to be reading about the fundamentals of his engine.”

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On Aviators: Robert Hedrix, Aviator, Nha Trang, 1975

“If you are reading this, and you are producing a plane with your own hands, then you are in the arena of flight. You will know it’s great challenges and rewards. You will struggle to make it right, to learn, to keep going when most others quit; You will feel fear, and overcome it before your first take off. The hours you spend aloft in your own creation will mark special days in your life long remembered when most are forgotten. Homebuilt planes can be very modest, but they are direct access to the human endeavor of flight, and through it you can understand some kinship with a man who’s “crowded hour” in the arena of flight came in April of 1975.”

Above is the image, published in 1975. Hedrix was not identified until 10 years later.

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