Twin JaG main video premiere tonight

Builders,

Don’t miss the live premiere of the twin JAG video on my YouTube channel tonight at 7pm est.

Photo from 5am at Oshkosh. EAA put the Twin JAG in the #1 tie down spot for experimentals .

William

Now at Oshkosh 2021

Builders;

A few seconds from Oshkosh 2021 set up, we are in #614, between the home built headquarters and the forums buildings

Show starts Monday, but we are here to get set up early, have a day trip to Brodhead, WI the Pietenpol gathering on Saturday, and a chill out day here Sunday as the aviation faithful flock to air venture.

We have many new announcements this week; Friday is the video premiere 7pm est on the Twin Jag on my YouTube channel; 2850 and Barnwell college videos on Sunday. Stay tuned..

William

New video, Twin JAG

Jim and Ginger flew up to Oshkosh today, in advance of air venture for a photo shoot with the EAA. Here is a video about the plane.

Hope to see many of you at Oshkosh

William.

Carb testing.

Builders;

Here is another look at carb testing tonight.

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Above, a mutually beneficial process. The engine is one I just finished upgrading and rebuilding. I’m putting some break in time on it before it goes into the box and get shipped to California. A few hours will let me make any fine adjustments it may need, ( At 2.5 hours, it has needed literally none ) and verify things like the differential compression and the timing. Rather than just run fuel through the engine and remind my neighbors that we all chose to live at an airport, This exercise has the benefit of allowing me to run the carbs of several other corvair builders, and verify they were correctly rebuilt. The carb pictured is a used MA3-SPA, that I know has not had fuel in it in many years, it is not rebuilt, and yet it ran perfectly. However not all rebuilt carbs have this behavior. They are often tested here.

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Today, I sell NEW Rotec carbs, and because they are made on CNC equipment and they are new, they all run perfectly. Years ago you could say that about rebuilt certified aircraft carbs, but in recent years we have seen a rash of these carbs with serious issues. In the last 3 years I have tested more than 25 of them, and found important issues with about 30% of them. This is obviously unacceptable. To assist people who already own one, I offer test runs on my instrumented test run stand, but going forward, I like to steer builders to a Rotec carb, with I keep many in stock, and are actually less expensive than a rebuilt certified aircraft carb.

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William

New engine run today

Builders;

Here is a look at a rebuilt/ upgraded engine that got its first start snd break in run at my hangar today .

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William

Earl’s Brand “Swivel Seal” Hose ends, the only ones to use.

Builders;

There are two phrases that people use around aircraft construction and maintenance that make my skin crawl, challenge my anger management training, and earned me the ancient moniker “The Worlds Worst Buddhist” (for my talk of tolerance, but failure to demonstrate it) These phrases are:

“It will be alright” – If that was certain, there would be no need to say it around in an attention to justify the corner being cut;

“These are just as good” – If they were, the original product would have never been developed, nor would I have specified it by brand name.

In this story we will look at hose ends, and see how the second phrase should not be uttered in my presence when I speak of Earl’s brand hose ends.

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On the Left, Earl’s Brand “Swivel Seal” hose end. These are the only hose ends I use on anything. I may drive junk trucks, drink cheap beer and have the wardrobe of a homeless person, but when it comes to hose ends, these are the only ones I ever use. If you care to know their pedigree, read the Earl’s site and find out that every single car that finished the Indy 500 for 30 years was 100% equipped with Earl’s hoses and fittings. They cost about 30% more than run of the mill ‘ok’ hose ends.

The hose end on the right is a Summit house brand fitting. It has an end like a certified Aeroquip, but it doesn’t work like one. Lets look at the next picture to see an issue.

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Above, same Summit hose end. The shoulder between the nut and the flare is disintegrating. This was overtourqued by the person who installed it, but still, it should not have done this. This is junk. If you look above, the person who made the hose also put silver anti seize on the nipple, and that is a no-no. The only thing that goes in the hose is oil.

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Above, these are Swivel Seal hose ends. Notice how different the nipple end is. (Earls also makes a barbed style end that is not called “Swivel Seal” , do not use them, they are for low pressure applications. ) This nipple end cuts its own o-ring of sorts out to the Earl’s hose. (While we are on it, the ONLY hose to use is Earl’s Auto-Flex) Lets look at the next picture……

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Above, a hose that was assembled, that I took apart to show you how the nipple end of the Swivel Seal hose end cuts a prefect circle into the end of the hose. This stuff isn’t just good, it is also easy to assemble.

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Pay attention to conversation and internet posts, and look for people using the two phrases above. They are not just phrases, they are a mind set, one you want to give a wide berth in aviation.

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PS, I thank everyone in advance for not using either of the phrases to me, even joking, as I try to watch my blood pressure, and because the title “Worlds worst Buddhist” may sound funny, but no one wants to meet him.

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William

Late night engine assembly

Builders,

Here is a look at a freshly rebuilt motor which will run tomorrow.

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Above, the engine. It came off a flying Dragonfly in California. I have known the builder a while, he flew the plane to Corvair College #37 in chino, in 2016.

If you look closely, this is a non-standard motor. The builder is a skilled machinist , and he made many of the one of a kind parts on the engine. Normally, a avoid working on such engines, but this is the exception, as it is well thought out and exhibits a high level of craftsmanship. It has also been flying a number of years. Most one of a kind motors do not have these qualities.

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Unique engine s take me a lot more time to overhaul, and more money. Take this a a small lesson: Build one of my standard engine layouts. it will make us both happier people.

Thanks

William.

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Spark plugs and correct lubricants

Thus is a plug I took out of an engine that ran one hour. Notice it is he wrong plug, and it was installed without any lubricant. This is how threads get torn out of heads, and how time serts come out on the plugs . If you want your motor to go better than this, follow the directions in the MOP manual .

0300 Maintenance Operations and Procedures Manual

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Above, this plug is bone dry and rusty. The correct plus have nickel plated bodies which are comparatively immune to rust, and I have always specified Champion Spark plug lube.

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I knew the original builder of this engine. This was not a simple oversight, he wanted to debate about 50% of the things in my manual. it’s a free world, no one has to follow my recommendations. Your engine, your choice

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William

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Brodhead 2021 – Shad Bell Corvair/Pietenpol

Builders;

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Shad Bell is 99% done with an 18 month restoration/upgrade on the 500+ hour Pietenpol that his father Gary built many years ago. His goal is to fly it top Brodhead, and perhaps onto Oshkosh next month.

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Above is a video we shot at Oshkosh 2019, where Shad give a walk around talk about the plane as it was. While it retains the same look, the plane now has a completely revised engine, new mount and exhaust, and a new cowling.

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Many years ago, I worked with Shad’s father on his original installation. Gary and I go way back to Corvair College #7. The plane served the family well, but in November of 2019, Gary and Shad brought the engine to my hangar for an overdue switch to a 5th bearing and to take advantage of many of the things we learned in the previous 16 years. The plane still has a lot of Dads original work in it, but it has some prudent updates.

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I’m looking forward to seeing them in Wisconsin, and having a part two video to companion with this one. The Bell’s are great people, and when you see this plane, make sure you introduce yourself to your fellow corvair builders.

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William

Corvair/Zenith-750 STOL, On display at Oshkosh 2021

Builders;

I spoke with Vinnie Maggiore of upstate NY, and he is flying his 750 STOL to Oshkosh this year.

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Above, Vinnie’s 750 in my hangar in Florida during a visit this spring. Plane has a bit more than 100 hours on it, and has now flown the east coast. He will expand this by flying to Airventure 2021. It goes without saying “Weather Permitting” when I make a statement like that. No ethical person in aviation encourages another airman to challenge weather on any flight.

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The plane is a good example of how simply the 750 can be built. It isn’t bare bones, but I have seen a number of them where the builders spent three times as much money. Fine for them, their money, their choice, but it is good to have examples on the other end of the spectrum represented, so that potential builders with different budgets or tastes for simplicity falsely assume the project is outside of their reach.

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Vinnie is a great guy, clever, skilled and good company. If you are building a Zenith or not, keep an eye out for this plane on the flight line at Oshkosh and make sure you stop in and meet your fellow Corvair builder.

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William