Corvair Mission 2019, part #1


I typically put out an ‘Outlook’ statement in January each year, outlining the game plan for who I will work with builder during the upcoming year, what we will focus on, events in the works.  This year is a but different, as it is my 30th year in the business, and I spent the last 4 months of 2018 speaking with many friends, in a rigorous evaluation of what the strengths of the Corvair movement are, what builders need, and how best to serve them.




The Golden Rule: ” In a demanding environment, the most reliable machine will be the simplest one, at the hands of the best trained operator.” – ww.


It has been my long held conviction that our motor and the process building them are very well developed, but way too many builders, including many who have attended colleges, are getting just a fraction of what we are offering in education and experience. The centerpiece of my work in 2019 will be increasing the understanding of each individual builder.


After careful looking at operations and questions builders had in 2017-2018, It was obvious that three things were causing the majority of issues for some builders who were either too distracted by secondary things like avionics, paint jobs and interiors.  or were not focusing their attention on really knowing their plane.  This may sound critical, but it is honest. When a guy has a $2,000 interior in his plane, but doesn’t own a $39 timing light, he needs to be told his priorities are inverted. Likewise, a person who has painted their plane, but not bothered to open the inlets on their cowl, but when later questioned says ‘I ran hot before, but the weather is cooler now”  needs to hear this. Same goes for anyone about to fly a plane who has never heard of a “Two minute test.”


This year is my 30th year of working with Corvair flight engines. The goal has always been to learn build and fly. The internet made the distribution of that information much easier, but it also brought incredible distractions, opinions from countless people without relevant experience, and it radically accelerated peoples consumerism, all of which distracted from or directly attacked the transmission of the experience and understanding I am working to share. This is pervasive, as some people attending Corvair Colleges miss basic information, simply because they got distracted by other things when the mission at hand was learning.  In 2019, I am going to directly and plainly address the “Learning Gap,” in everything I do, this will be priority #1.  If you got into homebuilding to see how much you could learn, understand, build and operate, this should be a very welcome declaration. 


Plainly: The three main issues some builders have come from these points;

A) They are not flying the correct carb set up correctly for their plane. When correct, carbs are stupid simple and very reliable, and I will put their operational record against that of EFI any day of the year. But we have people who don’t use the right carb, or ever verify its operation.  Addressing this is the motivation behind the testing in these stories: Shootout at the Stromberg corral  , .Stromberg Shootout, Pt #2,.and. MA3-SPA Test Runs.. . This information will be part of an ongoing push to get builders to use the right carb, set up correctly.


B) For 10 years I have told builders to not use the nose bowl inlets as they come out of the mold, but they must take 30 minutes when mounting the cowl to open the inlets and install inlet rings. Perhaps only 30% of builders did this. The other 70% of people includes people who were out on the internet complaining their plane ran hot.  It includes people who flew to airshows and Colleges. This is the equivalent of buying a new radiator for your car, but only filling it half way and leaving the cap off.  After a decade, The solution is to offer a new cowl, which has these things already done, so people who can’t be bothered will have it done for them. This cost a lot of time and effort to have new molds made, but in the end I said every thing I could about this and only got 30% compliance. The New cowl is better, but it’s primary goal was to address the 70% who would not follow the directions. .‘STOL Bowl’ availability starts tomorrow.. is a story about this cowl as a solution to getting people to use the cooling potential of the engine.


C) I must have written 100 stories about how critical it is to set the timing on ANY flight engine. Just like this: YOU MUST SET THE TIMING ON YOUR ENGINE. Could not be more plain. I have showed 100’s of builders how to do this for free at 43 colleges, yet, we still have people who will not do this. Something which has emerged is builders who don’t do it because the don’t want to stand behind a running engine with a timing light. This is odd, because many of the same people stood right behind their engine when it ran at a College. Yet, when they are home, they may set the timing at idle, but will not run it up as required.  This leads to this development: .Dual 50K volt test ignition. This specific system has no points and no advance. The timing on it can be set at idle…….Is it better than the E/P and E/P-X systems that I have been making for 14 years? The answer is Yes, if the builder is not doing to set the timing at full static RPM.  This test:.“Corvair Fast Burn” Ignition timing settings , is an evaluation of fixed timing settings, and to further demonstrate that the timing must be set on ANY engine.


LOOKING AHEAD: I will shortly put out notes on Colleges, Finishing Schools , airshows and and other learning and training opportunities. Builders will shortly see how the format of Colleges will be redone this year. If you wonder why, come back and read this, and understand that my primary focus of sharing my experience has never changes, but I am in the process of adjusting it to have a better success rate with all builders.





“Talk is cheap, testing costs money, and being ignorant costs a fortune.-ww.”

About William Wynne
I have been continuously building, testing and flying Corvair engines since 1989. Information, parts and components that we developed and tested are now flying on several hundred Corvair powered aircraft. I earned a Bachelor of Science in Professional Aeronautics and an A&P license from Embry-Riddle Aeronautical University, and have a proven 20 year track record of effectively teaching homebuilders how to create and fly their own Corvair powered planes. Much of this is chronicled at and in more than 50 magazine articles.

7 Responses to Corvair Mission 2019, part #1

  1. danwkeys says:

    After 30 years of dedicated work on your part, I’m just thankful you are still around to lend me a hand – through your writings if not in person. I’m “rebuilding” two 601s up in Amelia Island in my 70s and don’t mind telling you I couldn’t do it without you. I have one Corvair with your conversion, built in 2007 and am looking for another. Thanks so much for all you have done and for never giving up. Looking forward to your College schedule publication.

  2. Ray Simmons says:

    I am banned AGAIN on FB, so I will reply here.
    Like the guy above, I and alot more THANK YOU for all you have done and still continue to do for the men who decide to build their power plant. I wish I lived closer to most of the CC venues because I really would like to build my engine, but then again I almost bought the 120HP engine you had up for sale but no one has the engine mount for a Waiex B model…(I wanted to do loops and rolls). But I believe the Zodiac B is my plane now, I will be ordering your conversion Manual soon, I haven’t found a core engine were Iive (middle of no where Texas) but I did read from last year you delivered some cases to SPA maybe I can get one of them to build a 120/125HP engine off of. And I too await the release of CC dates and areas where they will be held and I hope one will be near me…. Thanks again.
    Ray S.

    • Ray,
      I like anyone who gets banned from things, it suggests you are attached to freedom of speech and not being PC. If you mail me your direct contact info and where in the middle of no where you are, perhaps we can find someone near you with an engine. Yes I still have a lot of cores at SPA.

      • Ray Simmons says:

        Yes Sir and THANK YOU I will email you at the (or let me know where to send my info) and maybe a few questions about what I would like to accomplish.
        Ray S.

  3. jaksno says:

    Right on. And danged polite about it to boot! I would consider giving pre-and post- tests to CC participants, with a credit card on file for starters. Maybe 20 questions each worth $100. No trick questions, all covered in the college presentation. 100% correct would be the only % acceptable.
    People who ‘pass’ get a certificate of knowledge and accountability. (Maybe this could be used for an insurance discount? Also for your benefit as to have a document proving your life-saving curriculum.) Those who don’t pass don’t get to run their engines. Harsh? Yes, death is.

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