Zen Vair discussion group update, notes on joining

Builders:

24 months ago, We started the ‘Zenvair’ information board, a place where we could collect and share a large database of information on Zenith aircraft powered by our Corvair Conversions. Initially, we restricted the participants to those with flying Corvair powered Zeniths, and Zenith builders who had reached the point where their engine had been run. The logic was to build up the data base with people with first hand experience, and those who had already been though our engine build process. This phase is now complete, and we have made the decision to open the membership to all Corvair- Zenith builders. The only requirement is they must have a Zenith kit or set of plans, and they must have a Conversion manual from us.

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Above, Phil Maxson with his Corvair powered 601 XL at Corvair College #24 in Barnwell SC. He has worked tirelessly as the moderator of our ‘Zenvair’ discussion group. Like our ‘PietVair’ group, the content is not secret, but it is private, available to group members only. Inside, the discussions are technical, but friendly. This is driven by the fact that there are no anonymous people, every single member has a profile and uses their real name. Many of the members already know each other from Corvair Colleges, and the groups reflect the positive attitudes of the Colleges. 

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If you are a Zenith Builder, you have one of our Conversion manuals and would like to be part of the discussion group,  please contact Phil or myself by email.  Signing up is simple and it is absolutely free. There are no costs nor ‘donations.’  Please be advised that if anyone contacts Phil with an email that says “Sign me up, I’m Flyboy26@gmail” they are not getting access, because all real builders are going to send an email that looks like “My name is Mike Smith, I am building a Zenith 650, Kit number 6524, and my corvair conversion manual is #9923, thanks.”

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Phil’s email is:    n601mx@gmail.com

Mine is: WilliamTCA@aol.com

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Before anyone asks, The group is specifically for supporting our Corvair conversions, and therefore we don’t extend memberships to people who chose other engines or are stuck with engines from now defunct LLC’s.  This is nothing new, although I have been in business 26 years and know a lot about flight engines, builders understand  that I have a strict personal code of never offering advice on an engine or installation which I have not personally worked on.  The internet is full of “engine guru’s” who claim to be able to offer valid advice on any engine, not just ones they have worked on. In my book, that is not a morally nor logically defensible position. My work is just to share what I know from first hand proven experience. The subject of building and flying planes can have serious consequences, select those that would advise you carefully.

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To read the stories about the original formation of the Zenvair group, read these two links:

‘Zenvair’ Information board formed

and

‘Zenvair’ information board, part #2

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Above, Phil and I in my front yard the night we finished his 3,000 cc engine as an upgrade for his 601XL, which had flown on a 2700 engine since 2006. Phil is a pretty smart guy, but truth be told, it is his son who has the PhD in physics from Cornell. Phil just has the shirt.

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mmmmm

Piet Vair discussion group update, notes on joining

Builders:

Three weeks ago, we launched a private discussion group to specifically serve as a central location where builders of the Pietenpol / Corvair combination could share building and operational information, in a friendly setting. For builders working on the combination, we have a link on signing up at the bottom of this story.

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Moderator Terry Hand and I are impressed with the start, as it now has 65 members, 136 active threads, and more than 410 posts have been written on a great number of topics specific to the airframe engine combination.

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That is a pretty good start for a specifically defined small group in homebuilding. I attribute it to a combination of the Corvair movement attracting serious ‘Learn, build and fly’ people, and also the appeal of a group where everyone uses their real name and the tone is friendly. Here is a link to the original launch story: Piet / Vair internet builders group, started 4/24/15 .

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Bob Lester strikes the “Intrepid Aviator” pose with his Pietenpol.  He is good at this because he has seen every old aviation movie ever made. He built his 2,700/Weseman bearing engine at CC #17, and it has 290 hours in the plane now. Bob is now an active member of our ‘Pietvair’ group

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Who is the group for?   It is for builders who working on the Pietenpol Corvair combination, either one of our installations or one of the traditional Bernard Pietenpol arrangements. My definition of ‘working on’ means having a conversion manual from us and having a set of plans for the plane. This keeps the group focused on the specific topics, and means that 100% of the people are active builders, even if some of them are new or just in the planning stage. Having the plans identifies a person as a builder, different than all the people on the net who are “going to build something someday” There are countless websites for the latter people, Our Pietvair group is for the builders who are actively working on improving their aeronautical understanding and skill set.

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We have had a number of people to sign up who didn’t read the directions close enough:

1) You must be a Corvair guy, 2) You have to use your real actual name in the sign up, (Flyboy26@gmail isn’t OK)  3) you have to be focused on building a Pietenpol. If you are a Zenith builder, we have a different group for you:  ‘Zenvair’ Information board formed The sign up instructions are very detailed, but if you have any questions, you can directly contact the moderator Terry Hand, at Jarheadpilot82@gmail.com.

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What if I am putting a Continental A-65 or O-200 my Piet?  Continental Motors, Inc. has their own Piet/Continental discussion group their contact information is:- 2039 Broad Street Mobile, AL 36615 Phone: 251-438-3411 When calling ask to speak with Mr. Zhou Enlai, customer service director from the main office. He is a very helpful guy, his last name is pronounced “In -Lie”, but he goes by his first name pronounced “Cho”)

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How does this help me if I am not building that combination? Part of the greater purpose of the group, just like our Zenvair group, is to build a solid database of accessible proven information, and have builders available to share what they have learned. This greatly assists me by providing a river of good information to new builders, something which previously took a large amount of time for me to do individually. This allows more time for advanced support, R&D, production and testing. In this way, the groups directly support the builders of all Corvair powered airframes.

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A very detailed visual, step by step sign up instructions can be found here:

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https://drive.google.com/file/d/0B-sW1jQ2-f5_MWRacWdnWWhUSEU/view

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(They are nearly computer-idiot proof, I tested them on myself. )

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Above,Randy Bush of TN. at Brodhead with Miss Le’Bec (it is a combination of his girls’ names). His aircraft was seven years in the making.  The most successful builders I know understand that hours spent in your own shop, creating things with your own hands, is a vital part of a worthwhile life. Learning to make things is a crucial investment in your own sanity. Does it surprise anyone that really happy people always have a way of being creative? The plane has more than 600 hours on it. Randy is one of the builders on our ‘Pietvair’ group sharing what he has learned from years of successful operation.

Terry Hand’s 2700 cc Pietenpol engine – w/Weseman 5th bearing

Builders,

Below is a good photo of Terry Hand’s Pietenpol engine. It is a 2700 cc Corvair with all of our gold systems, a Weseman 5th bearing, and our new 2400-L ultra light weight starter. ( 2400-L Starter ) Terry took the photo on our front lawn right after a test run on our stand. He came down a few days after Christmas and assembled the engine under my supervision. It ran perfectly. Like many of our builders, Terry has put in a significant effort to put back into the Corvair Movement. He Is the moderator on our new Pietenpol Corvair builder group, ( Piet / Vair internet builders group, started 4/24/15 ) and he has done a lot of behind the scenes work on important projects like arranging support for Spencer Rice, our youngest Corvair builder. ( Spencer Rice’s ‘new’ engine and CC scolarship account ) Opening our shop to him for a few days at the end of the year was a mall gesture of thanks for his work.

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Above, Terry’s engine. Can you guess from the Color choice that Terry flew in the Marines? You can click on the photo to see a larger version.

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The interesting thing about Terry’s engine is its history: It flew about 100 hours with its original owner. A nice guy, but a poor match for Corvairs (or many other engines) because he didn’t want to do things like set the timing on the engine or follow much of my guidance or read things I wrote. The engine never quit on the guy but he did blow a head gasket, overheat it, and he ran it out of oil, twice,( on the same trip.) Unhappy with the engine he complained about it, ( and only later realized this undermined his ability to sell it.) I offered to assist him to correct the damage, but he declined, thinking that the problem was with the engine, not the operation. A few months later he sold the engine to Terry for a fraction of what he had in it, a fair value for an unloved engine, not running with a blown head gasket.  A few days of work, about $1,600 in repair parts and upgrades, and Terry now has the engine that will power his Pietenpol for years of reliable service. The difference? Terry understands that the issue was all in the mindset of the builder, and had nothing to do with the engine.

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Here is a link to a one minute video of the engine running on the test stand:

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https://www.youtube.com/watch?v=0QVBRCKk5_E

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-ww.

Corvair College #33 – builders on video

Builders,

While he was enjoying Corvair College #33, Pietenpol builder Terry Hand, took a moment to interview several of the builders on hand for the college. It is an interesting cross section of builders using the Corvair in their homebuilt. Here is a link:

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https://www.youtube.com/watch?v=ur4lTcaLfaI

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What kind of builders select a Corvair? The obvious answer that comes through is all different kinds, but if you listen to them, a common thread emerges of people who have considered the question carefully and made a plan of action. While we have many people who are very new to homebuilding and have never built any kind of engine before, we also have a number of aviators who have a lifetime of experience in flying, men who understand the qualities of a simple, reliable engine. Case in point, Builder Don Murphy, who is in the middle of the video. He is in his early 80s, finishing a Zenith, but he has a long personal history in aviation, dating back to flying Medivac Helicopters in both Korea and Vietnam.    -ww.

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Corvair College #33: Behind The Scenes

Builders:

Every college has a number of people who do great work to make it happen. I try to make sure we thank people for this, even if they are the kind of person who likes to give back quietly.  Shelley Tumino, the Co-host of CC #32, took care of the online sign up for #33, and supplied all the builder info in very useful spread sheets. This was the running start at a great event. The week before CC #33 saw a great deal of physical work for the event, and here is a glance at some of it.

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Above, Grace in our ‘Green office’, calling in catering for the event as if she was a FAC. She said “Nothing but the best sustenance for our builders” when ordering vats of BBQ. ScoobE is trying to dig a protest hole, as he normally is allowed run of our place without a harness nor leash. But he was not allowed to before the college because the right combination of temperature and rainfall brought out the spring festival of water moccasins. I spent half a box of 20 gauge shells on them in five days. during the rest of the summer we will only see about one a week or so, unless we have a flood like this: Let It Not Rain

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Above, Corvair/601XL pilot, and Corvair/Panther builder Lynn Dingfelder came down from Corry PA to spend the week before the college assisting. Without hurting anyone’s feelings, I am going to flat out say that Lynn is the most mechanically inclined and productive human I have ever met. He is very good company, but he really knows his way around tools and processes, and can think on his feet. If world war three was ever fought, I am pretty sure that Lynn could have re-stared civilization and gotten it back to the industrial revolution in 36 months. Sounds like a fun exaggeration, but if you know him, you know I am not kidding.

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Above is a photo of Cliff Rose from CC #19 with his engine. He was also on hand as part of the prep crew for #33. He is a Cleanex/Corvair builder from our area, known my the nickname “Death Row” because he actually worked on Florida’s death row for many years, giving basic health care to inmates there. You don’t meet people who have worked with 200 murderers very often. This is funny because Cliff is the most easygoing, relaxed non confrontational guy I know.

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When everyone is in the hangar, that is the only place ScoobE wants to be. He will not sit in the house alone quietly, but once in the middle with everyone, he will fall asleep. He is happy to sit in the dog bed for hours. That is his paw on the edge of the bed.

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Above, Terry Hand and Bob Lester at the college in front of Terry’s project Pietenpol. Terry came down a day early to help out with the prep work. The timing was good, he was fresh when we were in the home stretch.  The in person visit gave us a chance to cover the last detail of setting up the Piet Vair discussion group: Piet / Vair internet builders group, started 4/24/15

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Above, Bob Lester stands in front of his Pietenpol, with Pietenpol builder Chuck Callahan on the right. Every college has a returning builder that really makes it work, and at #33, it was Bob’s chance to shine. He has had this Corvair Running since CC#17, but as far back as 2001, Bob had a Corvair in his KR-2. At College #33, he gave a great number of rides and treated everyone to some fun late night stories. He camped out at the college, for the fun of it, but he was also fine tuning his packing and equipment list, as he is planning on flying his Pietenpol to Brodhead WI for the annual gathering this July. -ww.

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Steel tube Pietenpol fuselage with landing gear and 12 x 4.8″ tires.

Builders,

Here is a look at Terry Hand’s Steel tube Piet project. The fuselage is an original short length, taken directly from the plans in the Flying and Glider manual.  We added several tubes to the right side to allow for a front door on that side.

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The gear is significantly lengthened from the plans, allowing the top longerons to sit at 12 degrees in the three point position. This is patterned after the gear we built for my Pietenpol in 1999, Which our demo pilot Gus Warren confirmed to allow the plane to be three pointed about 8 mph slower. This significantly shortens both the take off and the landing roll. The axle location is set for 1.5″ behind the leading edge, a location optimized for planes with brakes, suggested by Bernard Pietenpols work and writings in the 1960s. I have written extensively on our testing of Pietenpol CG’s, which covers the thinking behind this work: Pietenpol Weight and Balance project. You can get copies of the reports here:Pietenpol Weight and Balance article source

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The die spring gear is the same style we have put on a number of planes. You can read more here: New die spring landing gear on a Pietenpol, 10 a.m.-4 p.m.  The gear, axles, and the die spring struts weighed 27 pounds for the pair. Because the gear is longer (which produces higher loads in the tubing), and we were planning on very robust construction, I opted to use the same size tubing as a late model Super Cub, and one size thicker wall. This is the same as my plane in 1999. I studied the charts on column bending limits in the back of Bruhn’s Analysis of Flight Vehicle Structures for a long time to make these choices. It is a minor weight penalty, for the gain in strength. Most Piet gear doesn’t have good enough welding on the end fittings, they are the week point, even on the standard gear. If you look at the ends we made in my shop, you will understand why I know we will get full strength potential of the increased strength tubing.

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The tires are 12 x 4.80″ trailer wheels. This is a project I have had in the back of my head for a long time. 13 years ago we had a Stits SA-7D Skycoupe as a test mule. It very successfully used 8 x 4.80″ tires. Look at these photos: 2,700cc-Skycoupe-2002 Photos. The 12″ wheels and tires are no where near as heavy as people suspect; the pair is 29.5 pounds. There is no question they are strong enough; the pair cost about $110; they have the same frontal area as a 6×6, but far less rolling resistance on rough ground. They will likely never wear out, but if they did, any town in America would have the replacement. Would you like to tow the plane home from the airport? There is no question on if the tires and wheel bearings are up for it. We are working on a lighter hub that incorporates a mechanical drum brake. Terry found a company that sells full moon hubcaps specifically for the 12″ trailer wheel. On the inside a 12″ pizza pan from the dollar store fit perfectly, and weighed only a few ounces. The concept is to offer an alternative to traditional spoked wheels, at a tiny fraction of the cost, with a very small weight penalty.

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Above, Terry hand stands with his fuselage at Corvair College #33. You can clearly see the pizza pan on the far wheel. We are sizing the drum brakes to fit entirely inside the pan. For height comparisons, Terry is about 6’2″.  He is the moderator of our new Piet / Vair internet builders group, started 4/24/15. The motor mount is one of the ‘high thrust line’ mounts we make for Pietenpols. Read more here:Pietenpol Motor Mounts, P/N 4201(C)

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Above, the fuselage on the ramp in front of our hangar the day before. The added side tubes for the door are painted white. To see more about the structure, you can study the shadow on the concrete.

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Above, another angle, showing the die spring installation. It has spherical rod ends that thread in and out for perfect camber adjustments.

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Above, we added a pad for a modern 1.25″ tail wheel spring and modern tailwheel. I found them in the sun n fun flymart for $100. This will have far greater control than older designs, and it is full swiveling. This style installation gets the tailwheel horn in a position to be connected to the rudder horn, eliminating things like spliced cables. This also has a longer wheelbase. Note the little brace tubes to pick up the loads the front of the spring would otherwise introduce into the lower longerons.

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Above, the die spring cans. The oldest aircraft I have seen this layout on is a Plane built by Bernard Pietenpol in the 1960s. It is vastly better than any arrangement with the springs on the outside and slots milled into the tubes. Bungee cords hate heat and oil, and are subjected to this all the time in the traditional location. conversely dies springs are impervious to heat and actually like oil.

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Above, get a look at how the ends of the tubing have reinforcements and sockets made for them. I carefully made these on our milling machine, and then we TiG welded them on very carefully. I am 52, and have been welding continuously since I was 17; Vern is 62 and has been welding for a living since he was16. Between us, we have welded parts that have flown on several hundred planes from ultralights to F-14s.  I take every opportunity I can to share what we know about welding with those who want to learn. The same week we made this gear, a  person on the matronics Pietenpol internet list, with a mystery email name and no cited experience claimed that because it was Tig welded (like 99% of all aerospace structures today) it was absolutely “going to crack.”  If you are a new builder, learn this: That kind of person is the enemy of your success in building and flying, and that is why we have both the Zenvair and Pietvair private groups which are free of that kind of person. 26 years in experimental aviation has taught me that I can’t win arguing with people like that, and the solution is to have colleges and groups that are free of them, just made of people who want to understand, build and fly.

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Above, the 1 and 1/16″ axle. I bored it out on the lathe to lighten it. Axle cost: $10.50. The front plate is 1/8″ 4130. The long bolt is where the mounting/ pivot bolt for the spring strut goes. If there is anyone who thinks that this weld isn’t strong, or is somehow ‘brittle’, or could have been done to a higher quality with a gas welder, they are a victim of poor information.  If they convince you of this, you are allowing them to sabotage your dreams. Take your pick.

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Above, Terry’s project at Corvair College #33, with Bob Lester’s Pietenpol in the background.

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-ww.

Corvair College #33, Mid Florida at Eustis Airport, April 17-19, 2015

Builders, here is a photo report on Corvair College #33:

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The major change in this year’s spring Florida College was the location: With just 19 days to go, we opted to change from the county airport we had planned on, to a privately owned, public use grass airport just 14 miles away. The shift turned out to be an excellent improvement, and made all the difference in the experience of Corvair College #33.

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Above, Bob Lester’s Pietenpol at CC #33, with the Ercoupe  and a Luscombe in the background. Bob gave an intro flight to almost all of the Pietenpol builders on hand. The airport is our new spring College location, Mid Florida at Eustis.

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Our new location’s full name Is “Mid Florida at Eustis.” It is a privately owned, public use, grass airport, with beautifully kept grounds. It is in the 12 o’clock position on the extreme northern perimeter of the greater Orlando area. Its identifier is X55. It is an airport completely focused on flying for pleasure and sport.

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Because of its private ownership, it is an integrated part of the neighborhood where it is located; entering the airport grounds is like finding a welcome park, in contrast to the fencing, gates and barbed wire that most county airports have adopted in the past decade. Our Colleges are educational, friendly and social events. They fit  in much better at a grass airport than one that could be mistaken for a maximum security prison.

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As nice as the location is, it is the ownership and management of Mid Florida at Eustis that sets the airport atmosphere, and makes it a standout. The field is owned by a gentleman universally known as “Rama.” In person he is very modest, but clearly of considerable personal success. He speaks of the airport, with its tree-lined green grounds, as an important peaceful refuge from a hectic world.  I had a single 20-minute meeting with him to explain what a Corvair College was, and he was captivated by the idea, and immediately made his facility and staff available to us. It struck me as the way of traditional aviation; a meeting of ideas, a handshake, and on to progress.

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Rex Wyatt, the airport manager, took every effort to support our College. In an era where many counties find their airport manager by calling HR and asking for any bureaucrat with an MBA, Rex is a reminder of the time when the title “Airport Manager” was reserved for the most experienced aviator on the field, a friendly but firm man of character. He is also quietly modest, but in conversation it is revealed that he flew F-84Fs, helicopters out of Pleiku, and continues to this day flying corporate jets. On the lighter side, he has an impressive GA background that includes being a longtime EAA member and having an enviable collection of classic American light aircraft. With some quiet pride, he shared that his grandson will shortly be attending Embry-Riddle. Having a manager with this depth of experience sets the tone for a friendly, but professional location.

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The airport provided spacious grassy camping areas shaded by live oak trees, next to a small lake. They set us up in a clean hangar, put up a large tent as a dining hall, and provided for every detail. The groundskeeper, Mr. Leroy, who lives adjacent to the airport, was available 24/7 throughout the event. He attended to the smallest point, such as finely mowing the camping area. When I tried to explain to him that Corvair builders were low key and didn’t require “the red carpet,” he smiled and simply said, “Rama said you were to be welcomed here,” and went back to his work. This welcome is part of Rama’s personal philosophy and has nothing to do with economics; the hangars are near full occupancy, they do not sell fuel, and there was little expectation that many of the College builders would be back before next year.  I spent some time thinking about how these men were solely motivated by a basic pride in their airport and its good reputation, the factor that makes all the difference.

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Above, first day of the College, builders gather around for a detailed inspection and discussion of rocker arms. Corvair Colleges are a mixture of small group discussions and individual progress.

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Some Colleges have many cores being taken down, others have lots of engine going to the test stand. #33 saw many of the former, a good indication that we always have many new people getting started in the Corvair movement. My sidekick, Vern Stevenson on the left, and 750 builder Lane Seidel on the right. Lane has been to a number of Colleges, and having worked in nuclear power operations for decades, he has a professional’s take on procedures and quality control that fits well with aviation.

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Above, a number of case assemblies were closed at the College, and I gave a demonstration on installing a Weseman 5th bearing on Saturday morning, which was replicated by a number of builders on their own engines. I keep a Weseman installation kit in my College tool box. It was supplied by Dan and Rachel to assist us in showing builders how to install their bearings at Colleges. Their builders who work at home can borrow an identical field kit from them. Even builders who just came to observe saw how simple the installation was.

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It was warm weather, and dining outside made more sense. Everyone who signed up was fed catered food all weekend and all they could drink, all out of our modest fee. 100% of the collected money goes right back into the event directly. Central Florida has many well known BBQ houses, and Grace selected Black Bear Smokehouse to provide us with vats of pulled pork and brisket, and plenty of side dishes.

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Hot weather isn’t really conducive to gorging one’s self, but builders at the College did a great job anyway, loading up on seconds. All the breakfasts were catered by the local Bob Evans, because eating BBQ three meals a day isn’t considered a balanced diet in today’s nutritional guidelines.

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The smaller nature of #33 led to a lot of close attention between myself and builders. Even at big Colleges like Barnwell, I meet with every builder personally, but #33 afforded more individual time. The spiffy new wash tank is part of my program of buying 4 of many of the pieces of College equipment and leaving them on site for the following year. Before the College, Vern, Lynn Dingfelder and myself made eight new 4’x8′ tables that can be disassembled and packed for any College where we need to assure space for more builders. They are sturdy enough to have 4 engines built on them at the same time.

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Pictured above are 12 cases, already chemically cleaned and machined to accept 3,000 cc cylinders. A number of builders sent their case in advance, and we processed it and they picked it up and started assembling it at the College. The price of this is included in the 3,000 cc kits we sell, but we are glad to break it out as a separate $300 charge, to allow builders to budget closing the case, and pay the balance of the piston, cylinder and rod kit later.

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Out of the blue, the early Corvair convertible above showed up 3 hangars down – the owner had no idea that there were 36 other Corvair engines 200 feet away.

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Above, on Saturday night after dinner, we had an “unplugged” gig from our friend Ron Thomas and his friend Ren. (The full band goes by the name “Afterburner.”)  They covered a number of tunes from the 1970s, including a powerful version of the song “Sandman” by the band America. Ron, who is singing above, is a native of New Orleans, and has made a living in music all his life.

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Ron has met a number of Corvair builders at our Oshkosh booth over the past two years. He is a pilot, an Ercoupe owner and fan, just getting to know experimentals. At Oshkosh 2013, he met Pat and Mary Hoyt when they flew in with their yellow and polished 601XL. At Oshkosh 2014, Ron got out of his truck after driving 1,300 miles solo, walked past a yellow and polished RV-12 being filmed, mistook it for Pat and Mary’s plane, and promptly said to the guy in front of the camera, “Dude, Pat and Mary, what great people! These Corvair/Zeniths rock!”  Ron said the guy being filmed had some kind of childish negative reaction. I later walked down to the Van’s aircraft booth with Ron, and when he pointed the guy out, I thought it was funny because it was Richard VanGrunsven.

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Above, Fisher celebrity builder Skip Beattie, Grace and myself in front of the hangar. Vern’s “Aerotrike” nose on the left in the picture.

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Above, late night Scoob E sits in his chair while the three rules sign is displayed.  Grace painted this several years ago, and it has been to all colleges since. The top is self explanatory: Politics is not an allowable topic of conversation. The second isn’t in the same context that John Lenon used it in the song Imagine, We use it in the sense that I consider faith a private matter, and the diversity of builders at the Colleges means that it is merely good manners to be quietly respectful of others. Anyone who has attended any of the 5 Colleges in Barnwell knows that P.F. Beck and crew start the dinner with a prayer to give thanks and a moment of silence to remember those past. The two words on the sign are to remind a small number of people the popular understanding of the term “Pious” implied a faith that was evident in deeds, and not spoken of. The third line is a reference to the notion that you can’t build a good American engine with torque wrenches made in a police state like the People’s Republic of China.

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Above, dinner time in the chow tent.  Vern Stevenson is standing in the red shirt, his Aerotrike, half Lancair 320 and half Geo Metro, is in the background. It has 18,000 miles on it now. Under Florida’s open minded Motor Vehicle code, it is considered a motorcycle. Behind it is its custom tiny 4×8′ 5th wheel trailer Vern built for it.

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Above, gratuitous dog photo. Scoob E was very happy to be at the College, but 7am on Sunday, he makes the “get started without me” face.

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The Last Man Standing Photo: From left above are Lane Seidel, Jack Reynolds, Grace and Scoob E, Richard Tomanio, Lynn Dingfelder, Bill Reynolds and Robert Audsley. Colleges have a tradition of a handful of builders staying late to get in the last wrenching and assist with the pack up. This crew was great assistance.

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If it looks like it was fun and productive, that is because it was. We are looking forward to another College in Eustis next year. Don’t miss it. -ww.

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