3,000cc Corvair parts for sale in Canada

We received word today that these parts sold in 12 hours. For many years it was accepted that alternative engines had low resale value; and the parts for them even lower. Here is evidence that this does not apply to the Corvair parts we sell and the conversions we teach people to build. I thought Trevor was offering a very good deal, it sold fast enough to say it wasn’t just a good deal, but perhaps an excellent one.

Not all Corvair projects work like that. A few months ago a guy was selling a Corvair on Barnstormers; the guy had come to CC#18 with an engine with a planetary drive, 140 heads and a large car carb. He had big plans and a ‘Local expert’ he was working with. Evidently he had some type of awakening, and had the engine for sale for $7,500, maybe half of what he had in it. I hope no one bought it for that. At Oshkosh 2013 there was essentially the same engine in the flymart, and it sold for $900. I took it apart for the guy who bought it he later felt he might have paid $900 too much for it.

I genuinely hope that every single part we sell goes flying with the guy who bought it, but it doesn’t always work out that way. It is good to know that the parts bought from us hold value, and aircraft built using them carry value.

In early 2008 we sold our simple 601XL for $51,000; When Dan Weseman sold his ‘Wicked Cleanex’ four years ago, it brought $37,500. Chris Smith’s ‘Son of Cleanex sold to it’s second owner for $37,500 also. These are simple examples that well built planes powered with quality Corvair engines, built from good parts, hold their value. On the other side of the coin, there are plenty of pieces of trash floating around, particularly junk that came from now bankrupt LLC’s , that has no value today.

There will always be people who shop with trash peddlers and other building something ‘special’, guided by a ‘local expert’. People going those routes are often trying to ‘save money’, but in the end it is often the most expensive route possible.

 

Builders:

We got word from one of our Canadian builders in Northern Ontario that he is unable to continue with his airplane and 3 Liter Corvair project. He is selling the engine parts below, which is a very good start on a 3,000 cc engine.  It still needs the heads done, (but cores have already been shipped to Falcon), it needs an Oil system, a starter a distributor and some small items. The total spent below is about $6,500US, the builder is looking for a quick sale at equivalent of $5,000US. I have met the man in person and can verify that all the items below are from us and the Wesemans.
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This is a good opportunity for a Canadian builder to get a strong running start, because the parts are already past the point of import tax, but the sale offer is open to any builder on either side of the border.

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The owner of the project is Trevor Leslie he can be contacted directly at his email address:

trevorleslie@hotmail.com

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“Engine has been assembled to the short block stage.

The asking price DOES NOT include rebuilding of the heads!”

  • Original block which is from a 67’ (T0326RH) Machined to accept 3000CC cylinders

  • Original Crank GM 8409 prepped by Dan Weseman with Gen 2 5th bearing

  • New  Federal Mogul main bearings (0.10) and connecting rod bearings (0.10)

  • New OT-10 Cam with thrust washer, key and “fail-safe” cam gear.

  • New Sealed Power HT-817 hydraulic lifters

  • New Piston set with wrist pins, ring set and connecting rods

  • Flycorvair.com  3000CC kit,  pistons cyls.  rods

  • New powder coated pushrod tubes(flycorvair.com)

  • Short gold hub (flycorvair.com 2501(B))

  • Hybrid studs (2502)

  • Safety Shaft (2503)

  • Modified ring gear (2408)

  • Oil Cooler Block Off kit

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Adjustable Oil Pressure Regulator, #2010A

 Builders:

Below is a photo of a part I have developed for Corvair flight engines. I have long thought about making this, but it took a while to come up with something which could be made affordably, which would still do the task without any possibility of reducing the reliability of the oil system. Below is the end result, and in our numbering system, it’s designation is #2010A, it is part of the Group 2000, rear oil case components.

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Above is the 2010A installed on Phil Maxson’s 3,000cc Corvair. You can read the story of building this engine at this link: Phil Maxson goes to 3,000 cc for his 601XL.

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The normal running oil pressure on a stock Corvair car is 37 psi. Anytime the engine is above 1800 rpm or so, the engine will normally run at its regulated oil pressure, set by the spring working against the small piston in the rear oil cover.

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This pressure is slightly below what I prefer for aircraft engines. I would rather see 42-48 pounds on flight engines. More is not better, it is unnecessary stress on the drive system, and no one should be using number in flight like 60 pounds at warm cruise. The typical way to get a number in the range is to change the spring. The issue is that the aftermarket springs are far too strong these days, and often make motors run at 60 psi or more.  The best solution is the adjustable pressure regulator.

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This works by having a screw thread which preloads the pressure spring. On Phil’s engine, I noted on the first run the engine was regulating the pressure at 36-38 psi. Phil said this is how it normally ran. (The high volume oil pump has no effect on the regulated oil pressure, just the pressure spring and piston do.) If I had simply put in a high pressure spring, it would have likely seen 60 psi, too much. Instead, I put in the #2010A unit with the stock spring, and ran the engine again. With the engine warmed up and running, It took less than 30 seconds to dial in 46 psi right on the money.

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The guts of the unit are very simple, but the internal measurements are not. One of the critical issue that took a bit to figure out was how to make the unit so that even if it backed off entirely, the pressure would never drop below the stock 37 psi number. The other issue is the dimension of the plunger that applies the screw pressure to the spring. It can not hang up in the bore, but neither can it get into the spring ID. I worked this out over a lot of testing on the rig seen below. I would like to gather a bit more operational data, but eventually we will release part # 2010A to builders.

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Grace out in the shop. This is or rear oil test rig, if you would like to rear a longer story about how it works, check out this link: High Volume Oil Pump.

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Phil Maxson goes to 3,000 cc for his 601XL

Builders,

Well known Corvair/601XL builder and pilot Phil Maxson of NJ came to our place this last weekend to reconfigure his 2700c/GM 8409 crank engine to 3,000cc/Weseman Billet crank configuration. Phil has made a great number of contributions to the Corvair movement, and Grace and I were happy to provide the tools and assistance to help him reassemble the engine and test it in 1.5 days of work, and still drive. 1,000 miles home on Monday to be at work this morning. He flies out of Sky Manor airport in Western NJ, and after he reinstalls the engine and has a short test period, his next long cross country will be to fly to Corvair College #31 in Barnwell SC in November.

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Phil has been flying his plane since 2006. Since then he has flown it to numerous airshows and colleges up and down the East Coast.  He is currently working on his next aircraft, a Panther, also to be Corvair powered.

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Moving to 3,000 cc and changing the crank required a bit of advance planning to get everything to come together in one weekend. The Weseman billet crank, (#1001B), requires advance ordering, and Phil also elected to use a set of Billet Rods from the Wesemans. Phil mailed his case and heads down in advance and we machined them to accept one of our 3,000cc kits, (#3000cc). Phil did his homework with our checklist and made sure he had every nut bolt and gasket, and the assembly went smoothly.

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After we closed the Case, Dan Weseman stopped by to supervise the Gen 2 bearing installation, and Phil went the rest of the way through the assembly process himself. In his youth he wrenched on motorcycles for a living, but he has long worked in the world of corporate management. I have pointed out many times that our system is directly geared to teaching builders how to do things themselves and does not require previous experience in engine building. Phil is a good example that success is based on following our information and instructions, and not previous experience.

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Last year at Corvair College #27 in Barnwell we awarded Phil The Cherry Grove Trophy ( read: The Cherry Grove Trophy.) for his contributions to Corvair powered flight. The most outstanding of these is his creation and management of our Zenith information board, an on line discussion group where builders of the Corvair/Zenith Combination exchange detailed factual information on operation data in those airframes. To learn about our Zenvair discussion group click on this:‘Zenvair’ Information board formed and:‘Zenvair’ information board, part #2.

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Phil authored a motivational perspective for us that is well worth reading by any Corvair builder, you can find it at this link: Guest writer: Phil Maxson, flying a 3100cc Corvair in his 601XL . If you would like to see a YouTube film of Phil’s plane flying over Florida Atlantic coast, check this out: http://www.youtube.com/watch?v=Mph4cd8R_zI . Because Phil is from West Virginia, his friends refer to the film as “the yee-haw heard around the world.” When I introduce Phil, I call him “The second best pilot from West Virginia.” (Chuck Yeager’s home state is WV) Phil is a good sport and goes along with all this with a smile.

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Phil during the first five minutes of the run, in our front yard by the side of the runway. The stand is chained down to a 700 pound concrete block cast in the ground. Look over Phil’s shoulder and you can see Dan Weseman landing the Panther on the centerline of the runway. When we started Phil’s new engine, the sky was already filled with the sound of Corvair power, as Dan was doing aerobatics overhead.

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 Phil and Grace check out the engine from all angles. It was a smooth run, and it didn’t leak a drop of oil. Pressed for time, little effort beyond a very good cleaning went into esthetics. Not the valve covers still say “100hp” instead of “120hp”. Just behind the engine is the red strobe light that I have fixed on the run stand. It eliminates fumbling with a timing light in the prop blast and allows one person to work the throttle and set the timing himself. Summer will still be here for a while in Florida, it was 90F outside. Most of the engine assembly was done in my workshop which is heated and cooled. After it was put together the engine was put on the test stand in the main hangar which is a plain metal building that is ambient temperature.
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After a first run, we brought the engine back inside for a few adjustments. Phil’s started needed a tiny ring gear clearance adjustment that took 5 minutes. The second item took about an hour. One of the primary items I want to see on a test run is the “Hot idling oil pressure.” We do not run oil coolers on test runs because I want to drive the oil temp above 260F (trust me a brand new engine is far better off being lubricated by 260F oil than 160F oil) for several reasons like cleaning out assembly lubricants and making sure that the oil is very thin and get to every spot in the engine. Oils protect metal parts simply by getting in between them and being there to allow an action akin to hydroplaning. Oil does not need to be cold nor thick to protect an engine, what is simply needs is to actually be “there”, at the potential point of contact, and it gets to these places on a new motor by being hot and thin, not cold and thick.

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After the oil and the engine are very warm, I pull the throttle back to low idle and look at the pressure. Phil’s engine had a high volume clarks pump on it since he installed his Weseman bearing at Corvair College #17.  (This predates the existence of our CNC high volume pump) Under our test, the oil pressure was down near 5 pounds. The engine will not seize like this, as an idling engine will get by on very low oil pressure, but it isn’t a condition to tolerate. What was driving this is the basic desin of the clarks pump, which has a multi piece cast housing held in alignment with hand drilled 1/16″ roll pins. This requires far more tip clearance on the gears not to jam, and when the oil is very hot and thin, it allows the pressure to drop off at idle ( it still works at cruise rpm)

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I didn’t change Phil’s oil housing to one of our #2000HV units on assembly, because I have seen some clarks pumps pass the hot idle oil test, and I didn’t want to spend Phil’s budget if it was not required. The variation in manufacturing produces the random success, whereas our one piece CNC high volume oil pumps always work because they are aligned on the extended shafts and not the roll pins.  We brought Phil’s engine back in the hangar and changed just the housing over the gears and the idler shaft. This didn’t even require pulling the engine off the run stand. We took it right back outside and ran it up again to full oil temp, and this time the hot idling oil pressure was 23 psi, a very large improvement. When the throttle was advanced even slightly, the oil pressure when right to the regulated limit pressure. This is how a high volume pump is supposed to work. If you would like to read more about the design of the part, look at this link: High Volume Oil Pump.

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Above, Phil Maxson with his Corvair powered 601 XL at Corvair College #24 in Barnwell SC. Although it was a number of years ago, I can remember the clear co0l skies and the day with builders and friends just as if it was yesterday. -ww.

 

“Local Expert” convinces builder to use cast pistons

Builders:

When we were at Oshkosh this year, a man walked into the booth on a slow afternoon. After 20 years of doing presentations at airshows, I can say that it is very hard to predict who the serious builders are when they walk in for a look, but I can always tell in 10 seconds who is there with an “issue.”  None of these people are actual builders, they are all “Local experts” who want to tell me that they know more about Corvair flight engines than I do. Mostly, they are harmless blowhards there to complain that none of our builders respect their “advice.” But the particular guy who walked into my booth was a dangerous idiot because he had actually convinced a Corvair builder at his local airport to use cast pistons in his engine, completely against advice I have been giving for 25 years. He came to the booth to gloat over his success. In reality he had just seriously endangered the builder, and every one of the man’s future passengers, all for the sake of his own ego.

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Above, BHP’s Corvair powered plane The Last Original. This plane has 800 hours on it today. It lives at Brodhead and belongs to our friend Bill Knight. Contrary to what some people think, this plane has forged pistons in it.

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The builder in question is a guy I have known for years; He is a very nice guy, his Pietenpol is almost done and it is outstanding in appearance. At any grass strip, this man and his plane  would inspire confidence to allow many people to let their child take a flight in his plane. Externally, this engine would even look like one “built to WW’s specs.” But with Chinese cast pistons in it, this plane contains a very dangerous hidden flaw with a very high probability of a disaster awaiting.

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Most planes that are the aviation equivalent of an IED look the part, and are presented by people who are easily recognizable as mentally ill. People understand to stay away. What makes the plane described to me at Oshkosh so dangerous is that the finish and demeanor of the builder will be very disarming. I don’t have to warn people about what to do if they meet a guy with a wild look, speaking about the afterlife and holding a grenade with no pin. This warning is about recognizing that sometimes the same grenade is wrapped in a very nice gift box, and the pleasant guy offering to let your kid look inside doesn’t himself understand the contents. All he knows is that his “local expert” (who will not be flying in the plane) assured him that he and his passengers were in no danger at all.

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The dangerous idiot local expert stood in my booth and offered these reasons why he told the Pietenpol builder not to use forged pistons: 1) the cast pistons were made in the U.S., and our forged ones were made in China, 2) Bernard Pietenpol’s own plane The Last Original has cast pistons, 3) The engine only makes 70 HP so it doesn’t need the extra $80 expense (per set) that forged pistons cost. Everything this man said is a vile lie, but dangerous idiots never restrict themselves to the truth nor reality when dispensing “advice.”

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Lets look at the lies one by one: 1) In reality, it is the “High Tech” cast pistons the idiot advocated putting in the engine that are made by the Chinese. Every forged piston we have ever sold was made in California, so the idiot had it 100% backwards. Every cast piston for the Corvair that I have seen for sale is a product of China. They may say “ISO-9001″ on the box, but that is just printed words from a culture of corruption.

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2) BHP’s own plane, The Last Original, does not have cast pistons in it. A number of years ago, Bill Knight, the owner, contacted us about upgrading the engine to my spec’s internally. The only visible external change is that the engine has our black prop hub, but internally, it is all modern stuff out of our Conversion Manual, including forged pistons. I have one of the original GM pistons in my shop, and it is in poor shape. Bill Knight made a very good call on standing the plane down until it was updated. The actual engine assembly on the update was done by Mark Petz, who was standing in the booth when the idiot was saying his lie. When I asked the idiot if he would like to personally meet the man who put the forged pistons in The Last Original, the idiot was dumbfounded.

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3) Everyone who came to our booth at Oshkosh this year saw both the display engine I built and Roy’s water brake dyno.  After Oshkosh, we went to Roy’s in Michigan for a day and did a complete break in run on the display engine before delivering it to a Canadian Zenith 650 builder. Because the engine was brand new, I didn’t lean on it very hard, but the engine pulled 76.5 HP at 2,675 rpm, which is below the static take off rpm of a Pietenpol. If the idiot was counting on a modern Corvair to only make 70 HP he is very wrong. I owned a dyno for years that we ran countless engines on in public, Roy has a better one, and Mark owns an even more sophisticated one. I am sure that the idiot based his guess on nothing, because that is what idiots do.

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Even if the engine was to produce only 70 HP, it should still have forged pistons. In reality, all the original GM pistons were cast, but they were vast better quality that the Chinese junk sold today. The GM pistons were all U.S. made and had a steel belt cast inside to control expansion and strengthen them. Because people flew them in the 1970s means nothing about Chinese parts today.

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The great danger in using cast pistons is that undoubtably the builder is going to use our CHT limits, ignition advance curves, carb jetting. cam, rpm, spark plug and prop recommendations, which are all based on the engine having forged pistons, a requirement I have held for 25 years. It is my prediction that the builder will blow a hole in one of his Chinese pistons in the first 25 hours of operation. When he does this, he may not get back to the airport, and he may wreck the plane and get hurt. Does anyone think that the idiot will then show up and build him a new plane and pay his medical bills? And then people will say, “See Corvair engines don’t work,” neatly ignoring that Continentals with the wrong pistons in them don’t work either.

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I have not included the name of the builder here, because I want people to focus on not listening to local idiots. I have said this countless times, and I have no idea why the builder couldn’t just say, “Sorry, no offense, but I am going to just follow WW’s recommendations.” After I publish this I am going to go on the Matronics Pietenpol list and state the builder’s name, and say that I do like the guy, but his engine is unairworthy.  I will do this in hopes that he will change them, but if he doesn’t, and his Chinese cast pistons fail, it will be public record that I warned him, and maybe the next guy will learn not to listen to idiots.

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Above, Tom Brown’s Pietenpol, flying since 1982. It has more than 1,500 hours on it. It is often said that this plane has cast pistons in it, but we are very good friends with Tom, and he has told me that he and his dad rebuilt the engine after briefly flying it in 1982. It may have forged pistons, but if it does have cast ones, they are U.S. made ones from GM, and they are vastly better quality than any cast piston from China. This plane does not use the full ignition advance, cam nor carb jetting we use today.

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It is not possible for me to express how much I detest people who will not fly in planes, but give advice to others contrary to what our testing has shown. Words like “Vermin” hardly cover it. I suggest that people read my story about how fools in aviation have an ironic way of hurting others and walking away without a scratch, at this link: Effective Risk Management – 2,903 words.

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The link contains the story of a great aviator, Phil Schact, a man hugely influential on Grace’s flying, who burned to death as the direct result of an idiot’s actions. In the year that followed that accident, I spent a number of long quiet nights sitting on the front porch thinking, and came to the conclusion that I will never be a good Christian, because I was not willing to even contemplate forgiving that idiot. I understand the power of forgiveness, in my life I have been both the recipient and the grantor, but we know the real measure is can you forgive the unforgivable? By this measure, I will always fail to forgive dangerous idiots in aviation. No matter how long I live, I will go to my grave with this black mark on my heart. -ww.

Pros and Cons of Roller Rockers

Builders:

In the discussion of rocker arms, the subject of roller rockers comes up occasionally as an alternative to the stock ball type. While they are made in America and very fine quality, there are actually some pros and cons to using them in a flight engine.

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First, a bit of history: Roller rockers were developed to replace ball types so V-8s could use 7,500 rpm and cams with .650″ lift. They were never designed with simplicity and longevity in mind. Back more than 12 years ago, there were several Corvair car parts outfits like SC performance and Clarks selling roller rockers, and most of the literature implied that they were developed by these companies. This all seemed reasonable in a black and white photo. However, the first time I saw an SC performance rocker in person, I saw it was orange in color. Because I spend my youth on NJ drag strips like Englishtown, Atco and McCarter highway, I instantly knew they were made by a company in the middle of America called Harland-Sharp. H-S didn’t have a website as late as 2003, but they directly sold to builders and they were a lot cheaper than SC Performance, which carefully trimmed the H-S name off the packaging before marking them up for resale.

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Part of the internet hype at the time was roller rockers lowering oil temps and boosting power in Corvair engines. Neither of these are vaguely true. I bought a set just to test, and when our 601XL flew in early 2004, I am pretty sure it was the first Corvair powered plane to fly with roller rockers. We flew it several hundred hours and checked the valve train intermittently. They worked, but just as I predicted, no change in power nor oil temp. Other builders followed this with even more hours, notably Mark Langford who eventually flew more than 1,000 hours on the same set without issue.

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When installing roller Rockers several other items must be changed. They need to be mounted on longer rocker studs, commonly sold by Clarks as #9295.  (The studs that Langford and I used were made by ARP in California, and the current Clarks item looks visibly different, but I don’t know their origin.) They must have deeper than stock valve covers, custom length pushrods and Poly-locks.

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Roller rockers have their own adjustment nuts called “poly-locks” It is basically a threaded tube with an Allen set screw up the middle that jams on the top of the stud. Most builders and car people don’t understand the two reasons for the existence of Ploy-locks are very rapid adjustment of the clearance on mechanical lifer cams on V-8s (This is not for maintenance, it is to alter the power delivery on the engine, often to suit traction conditions in drag racing. These went with the little T-handle hold downs bolts on valve covers) and second was to allow the use of a device called a ‘Stud Girdle’ that clamped the tops of all the Poly-locks rigidly together to prevent the from flexing when using combination of very high lift,  very high spring pressure and astronomical rpm limits, none of which is ever remotely seen in Corvair flight engines.

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PRO: Dan Weseman, Florida, 400 hrs on 3,100cc Cleanex , 125 hrs on 3,000 cc Panther.

Above, Dan Weseman and I stand in our front yard. This was the first run of the Panther’s engine.

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I spoke with Panther designer and builder Dan Weseman on the phone yesterday. When his Corvair was assembled we put it together with new rockers, which turned out to be Chinese ones. He is going to replace them before flying again. Dan said he is thinking about a set of H-S roller rockers. His engine was already built with longer studs, so all he needs are the rockers, a new set of pushrods, and perhaps doubling up valve cover gaskets. Dan was a hard core hot rodding guy before getting into planes, mostly working with small block Fords in Mustangs. He has had many sets of roller rockers and is pretty confident that he isn’t going to have a reliability issue. He points to our experience and that of Langford. It isn’t a guarantee, but he finds it it be a good indicator. He is well aware of the life-span limitations on roller rockers at very high loads, but judges that operating them on flight engines are well below this threshold.

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CON: Woody Harris, California, 440 hours on 2,850cc 601XL


Woody Harris, above left, and his friend Steve celebrate with cigars and Piper Heidsieck champagne after the first flight of his 601.

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I spoke with Woody today. He is the guy who just broke the exhaust rocker on 9 August. He is going to change all his all his rockers out before flying again. He took a moment to amend my notes saying he had 160 hours on his rockers; after that first guess, he checked his records and found out that he actually had 350 hours on the Chinese rockers. He strongly suspects that he got that far because before installing them he did a very careful job of meticulously de-burring all the surfaces in the ball area. I include this because if anyone suggests that the issue with Chinese rockers was improper installation, we can just put that to rest now. The issue with them is poor quality control in manufacturing, period.

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Woody is pretty sure that he is heading back to GM original rockers, not roller rockers. Woody functions as our ‘man on the west coast.’ Many builders have met him this was and have had a glimpse of his racing background. Lots of people have had something to do with ‘race cars.’ On the other hand Woody has run a Ford GT-40 to the lap record at Brands Hatch and was McLaren’s rep in North America. He also has a lot of experience with roller rockers, and he isn’t going to put them in his plane. He ran roller rockers in very demanding situations and thought they required constant attention. He concedes that our application, doesn’t stress them anywhere near that far, but his point is that the original GM rockers have a very long history of working, and he simply wants to move back and tap into that reliability. Nothing wrong with the ball design, it is just a question of who made the parts. To Woody, roller rockers are an answer to a question that our application is not asking. Today he is just looking through his collection of used GM original rockers from core engines to find 12 in good shape. We additional spoke about looking at several different brands of grooved balls to see if they are made differently, but I pointed our that I have been using the ones from Clarks with GM rockers on all of our engines in the last 12-14 years, without issue.

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“Tell me what to do.”:  Obviously I make recommendations about how to build Corvair engines, but I always first try to lay out the background information. I am here to share what we know, not simply tell people what to do, and I thought this was an ideal question to highlight this on.

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There will be plenty of people who chime in with no personal experience and tell others what to do about rockers. I try to be polite, but that kind of info doesn’t help anyone.  Second there are people who will point out one other person’s experience, like Mark Langford’s 1,000 hours on roller rockers. Information like that doesn’t help either, because in many cases the person bringing it up doesn’t know many of the important difference in assembly or operation that may be a factor. It is my business to understand these, and I politely point out that many comments chimed in often miss details or are off the issue and outside the cause-effect-solution chain. Last let me point out that even one guy point out what has worked for him for 1,000 hours is just a good data point. To have the complete picture, one must have the global view, and include all data points (with their details and conditions) including all the parts that never broke. I am in a good position to provide that perspective on Corvair engines.

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To me, the best solution for most builders is the path that Woody is taking, to go back to having GM original rockers on flight engines. These have a very long track record of working, they are very cheap, and they can be retrofitted in a few hours, end of story.  However, there are a number of builders like Dan who will consider roller rockers, and for those builders I wanted to provide the pros and cons here, to have them make a far more informed choice.  We have our own 3,000cc Corvair going together for our Wagabond, and I have both a set of Harland-Sharp rockers and plenty of GM ones. I would not be reluctant to fly it either way, but in the next weak or two I am going to give some consideration to which to do the final assembly with.

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Below, some notes and photos from the archives:

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 Below, a picture from the Summit Racing website. There are different sets for 140 hp heads and another for 110/95 hp heads. You can not mix them because the splay angle of the valves in the heads are different. The ball design of the original rockes negates this, because the axis is free to float on a ball rocker and it is rigidly set by the trunion angle on a roller rocker. Most sets sold to car people are the 140 hp sets, the difference is so fine that it can’t be seen holding it in your hand. Keep this in mind before buying a cheap used set off ebay.

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Harland Sharp SC110 – Harland Sharp Original Roller Rockers

Click here for more information about Harland Sharp SC110 - Harland Sharp Original Roller Rockers

Rocker Arms, Stud, Full Roller, 1.58 Ratio, Aluminum, Orange Anodized, Chevy, 2.7L, Set of 12

Part Number: CSP-SC110

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Above, a 2005 photo of an engine we built in our old Edgewater hangar, sitting on the old dynamometer, showing the roller rockers. We built about eight engines like this. All the pushrods we used came from the Smith Brothers on the west coast. Every engine with roller rockers requires non-stock length pushrods to have correct valve geometry. It is not tough to measure, but we met many builders who guessed wrong  on their first try. Old 3,100 engines all required custom length pushrods, and this was an Achilles heel of the engine for first time builders. We eliminated the custom length pushrod issue when we went to the 3,000 cc engines six years ago.

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Above, a 2003 photo of the 2,700 engine we assembled and flew in our 601XL. This was the first Corvair powered plane to fly roller rockers. The longer studs required by these rockers, and their poly-locks (the locking nut system for a roller rocker) dictate deeper valve covers than stock. Traditionally, car people used heavy cast aluminum valve covers. Above is my solution: I milled away the center flat portion of the valve cover, folded up two boxes which were 3/8″ deep, out of .020 steel. I welded these on in place of the removed flat spot. This was not a particularly easy weld bead.

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Here is the modified valve cover installed, above. Also visible in this shot is titanium-ceramic exhaust coated by the Moore brothers, a famous shop which does STC’d coating on aircraft parts. This design and method was superseded by all of our 304 stainless steel exhaust systems

 

Safety Alert: Chinese Rocker Arm Failures

DATE and REVISION: 10 August, 2014. Original Safety Alert.

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- 18 Aug.2014 – amended with ‘further reading’ with link to Roller rocker story.

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SUBJECT: Failure of Chinese made “New” rocker arms for Corvairs, marketed by several firms in the US, most commonly sold by Clark’s Corvairs as “new replacement rocker arms,” sold as set #C-8641.

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APPLICABILITY: Recommendation for all Corvair flight engines that have these installed.

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EXCLUSION: This does NOT apply to any Corvair flight engine using original GM US made rocker arms, just engines using the Chinese replacements. NOTE: We have never built any production FlyCorvair.com engine using these rocker arms. If you own an engine actually built by myself, this Safety Alert does not apply to it. This Safety Alert is issued for the benefit of builders who may have independently elected to purchase the Chinese rockers for their personal engines.

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COMMENTARY: Yesterday (9 August, 2014) in California, a Corvair powered aircraft experienced a severe loss of power following a failure of an exhaust rocker arm. The power loss was progressive over a few minutes. Excellent pilot judgment, to turn to the nearest airport at the first sign of an issue, paid off. The airplane landed on the runway back at the airport without damage.

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( When a four stroke engine has an intake rocker arm fail, the engine only looses power from that cylinder. Conversely, an exhaust rocker failure does not allow burning air/fuel to exit the combustion chamber, and when the intake valve opens it tends to “flash back” up the intake tract and rob power from the neighboring cylinders.  Intake rocker failure on a Corvair would be less than a 20% power loss, but an exhaust rocker failure could be up to a 50% power loss.)

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32 days earlier we had received a detailed report on the failure of a Chinese made Corvair rocker arm in Arizona, in the intake position on a 3,000cc Corvair.  This happened on a ground run up, not in the air.  Obviously as a ground issue, there was no damage to the airframe. It was of concern to the owner, but not the kind of stress as in the 9 August failure.  Although there had been a report of 1 other failure in the previous 5 years, that engine had many extenuating conditions such as a previous piston/valve collision. The 6 July 2014 failure was the first one that was on a “pure” engine. The parts were carefully inspected by a professional engineer, and the probable conclusion was that they were incorrectly made. The rockers had been purchased from Clark’s Corvairs, and they were contacted for a failure history in cars. They stated that they had seen a very low rate of returns in cars. (As a reminder, Clark’s does not sell these as “aircraft” parts, that is a builder choice.) I supplied a set of GM rockers to the flyer in Arizona and his aircraft was returned to flight with about 2 hours of work and less than $100 in parts.

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At Oshkosh I spoke with a number of builders of flying Corvair powered planes to asses how widespread the use of these Chinese rockers are. I had previously thought it was a small number, as I used none of them in our production engines, I have never sold nor promoted the Chinese part, and I have been long recognized as a tireless critic of Chinese manufactured parts. My estimate is now that 20% of flying planes may have these rockers, it was our intention to make a comment on them upon our return to Florida.

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We have not yet returned to our shop, we are still on the road, but in light of yesterday’s failure, we are issuing this Safety Alert immediately. The fleet of Corvair powered planes is less than 500 aircraft, and the number of engines built to our exact recommendations is a still smaller number. A single failure gets my attention and is worthy of comment, however, a second failure of the same part, even if it is one we do not recommend, warrants a Safety Alert.

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SUGGESTED ACTION: I highly recommend that all flying Corvair engines with the Chinese rockers remove them before further flight and replace them with cleaned and inspected original GM rockers. The failed rockers had 80 and 350 hours on them. These are roughly the equivalent of 2,000-4,000 miles of operation in a car. It is important to understand that this is not an “infant mortality issue,” and having 100, 200, or even 400 hours of operation on Chinese rockers without issue does not justify their further use.

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The rocker arm is a deceptively simple looking part, but it’s correct manufacture is a complex process involving careful quality control and very high levels of manufacturing expertise. By comparison, a small, but highly skilled shop of precision machinists can make a billet crankshaft, but it is highly unlikely that any small shop could make a Corvair rocker arm. The design is a deep stamping done under very controlled conditions. The GM rockers were done in several hits on a blank that was thicker in areas that would be stretched. The Chinese units appear to be made from uniform thickness blanks, which leads to very thin sections in the ball area. That is the location of both failures. GM units are twice as thick in the ball area. There will always be some fool to say that GM’s design was not good but this is pure BS; it is the most prolific rocker arm in history, also on almost every small block Chevy 1955-2003. We are speaking of nearly 1 billion rocker arms. Since 1978 I have owned about 40 cars and trucks. Other than 2 Buicks, every one of them has been a Chevy, a Chevy truck, or a GMC. They all had these rockers, I have never broken one. I have seen the inside of more than 500 Corvair core engines, and I am pretty sure I have never seen a broken GM rocker arm. If your local ‘expert’ tells you he has seen dozens of broken rockers of this design, nod politely, but understand he is dishonest and a liar.

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This is a “Safety Alert” and I am issuing a “Suggested Action” because Corvairs are experimental engines, and as such do not have Airworthiness Directives and Service Bulletins in the same form as certified engines do. I cannot require any builder to take any action, I can only appeal to his better judgment by making a serious recommendation. Airworthiness Directives are only issued by the federal government, and Service Bulletins are issued by certified part manufacturers, thus the difference in the Safety Alert.

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This said, I appeal to builders to follow this recommendation. The most frequent form of push back on suggestions of this kind is a builder who is myopically looking at his one plane and making a conclusion based on his impression of his own plane. Conversely I get to see all the data, understand the extenuating or aggravating conditions, I had world class training in statistical decision making at Embry-Riddle, and I always further consider what still works, not just looking at what broke.  I am not a genius, but for the above reasons, my recommendations on Corvair flight engines carry more weight than those of one guy with a flying plane, even a well intentioned one. We don’t have to speak of opinions of internet personalities that have no direct personal involvement nor experience with flying Corvairs.

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DISTRIBUTION: I ask that this information be shared with others who personally involved in building a Corvair flight engine. This should be done just by people who have read and understood the information themselves, who also are Corvair builders.  If someone named “Flyboy26″ shares this with an airframe builders group or a general pilot discussion board, and includes a comment like “no one should fly car engines” or “Corvairs break”, neatly deleting the Chinese source of this issue, you can be assured that their motivation for commenting has nothing to do with promoting safety or assisting others in managing risk.

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FURTHER READING:

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Pros and Cons of Roller Rockers

Chinese Crankshafts for Corvairs, update 2/17/13.

Cessna’s Chinese adventure a failure.

Communist Chinese government at Oshkosh

Mooney sold to Chinese, Fake endorsements.

 

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.

 

 

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