200 Stories of aircraft building

Builders:

Below are 200 stories on aircraft building that I wrote in the last 2.5 years. This is just the top 40% most popular ones from our blog. They are loosely grouped, but you can scan through the titles, and you can read the full story by clicking on any colored title.

There are some real classics like “Unicorns vs Ponies”, but most stories are directly about flying planes and running engines. You don’t have to read it in one sitting (it is about 250,000 words, half the length of “War and Peace“) But keep it handy for a reference page. -ww.

——————————————–

Building:

Basic Corvair information

Shop perspective: Mastery or ?

Concerned about your potential?

A visit to the insane asylum

Glider flying – a funny story

The Cherry Grove Trophy

Model T of the air?

Model T of the air, Part #2 – Leeon Davis notes

More Thoughts On Economical Aircraft

Testing and Data Collection reference page

Why Not the Panther engine?

What is a core engine worth?

Corvair College reference page

Corvair College History….in photos

College Tech

Basic Corvair College Skills, examples of learning

Zenvair’ Information board formed

Calling All “Zenvair” Flyers……601 / 650 / 750

New Numbering System, Final, please print.

College engine build options for closing the case

Getting Started in 2013, part #1, Crankshaft process options.

Getting Started in 2013, Part #2, Group numbering system

Getting Started in 2013, Part #3, The Camshaft Group (1100)

Getting Started in 2013, Part #4, Case Group (1200)

Getting Started in 2013, Part #5, ‘Allan Able’ short block.

Getting Started in 2013, Part #6, ‘Bob Baker’ short block

Getting Started in 2013, Part #7, ‘Chas. Charlie’ Short Block

Getting Started in 2013, Part #8, ‘Davie Dog’ Short Block

Getting Started in 2013, Part #9, ‘Eddie Easy’ short block.

Getting Started in 2013, Part #10, Piston and Cylinder options.

Getting started in 2013, Part #11, Comment of the day

Getting Started in 2013, Part #12, Piston Choices

Getting Started in 2013, Part #13, Basic piston/rod/cylinder combo.

Getting Started in 2013, Part #14, 2,850 cc piston/rod/cyl. Kits

Getting Started in 2013, Part #15, 2,775cc, (imaginary piston)

Getting Started in 2013, Part #16, 3,000 cc Piston/cylinder kits

Getting Started in 2013, Part #17, Short block cost chart.

Getting Started in 2013, Part #18, A look ahead

Getting Started in 2013, Part #19, Cylinder Heads

Guest Writer: Pietenpol builder/flyer Kevin Purtee

Guest Editorial, Arnold Holmes On Affordable Aircraft…

——————————————-

Planes:

Planes flying on Corvair Power

Corvair planes and projects on You Tube

Corvair Powered Davis DA-2, w/EFI

List of Corvair Powered Zeniths

Zenith 750 / Corvair reference page, October 2013

Zenith 601/650 – Corvair reference page November 2013

Corvair power for Panther and Sonex reference page

Pietenpol review in pictures, 15 more Corvair powered Piets

16 Flying Corvair powered Zenith 601/ 650s

Corvair – Pietenpol Reference page

Gary Burdett, 2,850cc Zenith 750, now flying. (engine selection)

New 3,000 cc Cleanex, Dale Williams, SC

Panther Roll out.

Zenith 701- Corvair reference page, November 2013

New Photos of JAG-2, a Corvair powered twin.

JAG-2, Corvair Powered Twin, Jim Tomaszewski, N.Y.

Zenith 601XL-3100cc Dr. Andy Elliott

Zenith 601XL-2,850cc, Woody Harris

Zenith 650-2700cc Dave Gardea

2,700cc-Skycoupe-2002 Photos

New “Zenvair-750″, Jeff Cochran, 2,850cc engine, N750ZV

Flying Zenith 750 w/3000cc Corvair, Doug Stevenson, California

Corvair powered Dragonfly, Charlie Johnson, aka ‘One Sky Dog’

Zenith 750 Flying on Corvair Power, Gary Burdett, Illinois

KR-2S at 700 Hours – Joe Horton

New Zenith 601 XL(B), Conventional Gear, Jerry Baak, S.C.

New Pietenpol, 2700 Corvair, Don Harper SC

New Pietenpol, Gary Boothe, Cool, Calif.

Two More Flying Planes: Merlin and VP-2

Corvair Powered Merlin Flying Over Newfoundland

Floats on Snow, Corvair powered Merlin

Flying 2,850cc Cleanex, Clarence Dunkerley

New Pietenpol, EAA #1279, French Valley CA

New Pietenpol #3, Mike Groah, Tulare, California

Guest writer: Phil Maxson, flying a 3100cc Corvair in his 601XL

Another new “Zenvair” 601XLB, Jim Ballew, 2700cc

Flying Zenith 750, Tom Siminski, 2700cc, PA.

Flying 2700 cc Zenith 601 XL(B), Alan Uhr

 ——————————————————-

Engines

Complete Engines for Sale

2012 Corvair Engines For Sale: 100, 110 and 120 HP

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

Panther Prototype Engine 3,000 cc/120 hp to OSH

3,000 vs 3,100 cc Corvair engines

3,000cc/Billet Crank Shortblock, Destination: Waiex

High Volume Oil Pump

3,000cc Engine Running

3,000cc Case Modifications.

Billet Cranks Made In The USA

Chinese Crankshafts

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

Notes on Corvair flight engine oils.

Shipman Engine at CC#22

A Tale of Two Spark Plugs……

The Panther’s engine, worlds strongest Corvair flight engine.

Panther Engine Is Alive … ALIVE

Engine Operations reference page

The case of the Murphy Rebel, “eyeball vs. testing”

Corvair vs O-200…. weight comparison

Testing Head Studs

Balancer Installation

Gold Oil Filter Housing, Standard and Reverse

Front and Rear alternators, their part in numbering system

Thoughts on cold weather operation, minimum oil temps, etc.

Cooling with J-3 style cowls. (Pietenpols, Cubs, Biplanes, etc)

Spark Plug Installation

Starting procedures on Corvairs, 2,000 words of experience.

 ————————————————–

Systems:

Stromberg Carbs

Carb applications, choices people make

Fuel Injected Corvairs

Carburetor Reference page

A question of Carb location…..

Mechanical Fuel Injection Testing

Stainless Steel Exhaust Systems

Fuel Injection – Corvair flight engines reference page

New die spring landing gear on a Pietenpol, 10 a.m.-4 p.m.

Pietenpol Products, Motor mounts, Gear and Instalation Components.

MA3-spa carb pictures, Wagabond notes.

In Search Of … The Economical Carburetor

Pietenpol Box Spar Construction, 6/27/13

Pietenpol Mount on airframe

Panther Engine propeller test

Kitfox Model IV with Corvair mount

Corvair Motor Mount for Bearhawk LSA

Inexpensive Panel……..part one.

Inexpensive panel…….part two.

“William, you ignorant troglodyte”…….(instrument options)

My favorite Tach; Stewart Warner 82636.

Ammeters Pro and Con, & Flying like there is no tomorrow.

Corvair Oil System, information on oil pressure gauges.

MGL vs Corvair ignition issue

Measuring Cylinder Head Temps on Corvairs.

Corvair Cooling

Corvair Cooling, Three 2007 examples from our hangar.

Cylinder Head Temperature measurement

Cowling Inlet Area, marketing, accident stats, Darwin where are you?

Corvair Cooling, something of a human issue…..

CHT part #5, flight data from Zenith 750

Engine Cooling Factory Sheet Metal

Pietenpol Fuel lines and Cabanes

Three Pietenpol Motor Mounts

Zenith 601/650 Motor mounts, P/N 4201(A)

Intakes and Internet myths

—————————————–

Communications:

Welcome to The FlyCorvair.net Blog

Back from the road, notes on Communications

———————————————–

Philosophy:

Unicorns vs Ponies.

Sunday, a long day at the airport.

Fixing America is going to cost each of us $1.69

Greatest Book on Flying Ever Written, (Is your life worth $16?)

A thought on Easter….

In defense of plain speaking……

Turtles and Cell Phones, 6/24/13.

2,500 words about levels of aircraft finsh……

Steel tube fuselages, “Safe” planes and 250mph accidents

Cessna’s Chinese adventure a failure.

Communist Chinese government at Oshkosh

Risk Management, Experience vs Judgement.

Risk Management, Wrong airframe, Wrong experience level.

Effective Risk Management – 2,903 words

Risk Management, Factor #1, Judgement.

“If only someone had told him……”

Expert Witnesses in civil Aviation trials.

Great tales from discussion groups…….part #1

Vern’s Aero-Cars

Fun with Agkistrodon Piscivorus and Vern’s Aero-Trike

Cloudn’t have happened to a nicer guy……

Built by William Wynne? Built according to The Manual?

Risk Management, Judgement Error, money in the wrong place.

Flathead Ford, 71 cid. Freedom to pursue happiness.

—————————————————————

History and aviators:

B.H. Pietenpol, Patron Saint of Homebuilding

Robert Hedrix, Aviator, Nha Trang, 1975

The Quote, 1927, C.A.L.

James Stockdale – Philosophy

Sterling Hayden – Philosophy

A Father’s Day Story – Lance Sijan

Three Aviation Stories

Charles Poland Jr., An American of whom you could be proud.

Carl Sagan, Corvair Owner, Practical Philosopher, Individual.

William Edward Wynne Sr. – Father’s Day Notes

—————————————————-

Events:

Corvair College #22, March 9-11, 2012 in Austin, Texas

Panther Prototype Engine 3,000 cc/120 hp to OSH

John Moyle, noted aviation enthusiast, passes -1/16/13

Corvair College #25, In Photos

Corvair College #23 – 2850cc Engine, Roger Grable, CH-750 Builder

House Call on Pat Green’s 1,000 Hour Pietenpol

Brodhead, Oshkosh and Beyond 2013

Wisconsin 2012 Air Adventure

Zenith 750 Builder Blaine Schwartz

Corvair College #23, 2700cc Engine, Spencer Gould, SP-500

Sun N Fun 2012

Randy Bush’s Pietenpol hits 500 hours.

Corvair College #27 run on film

Franklin Engine Runs at CC ##22 KGTU Spring Break 2012

 

—————————————————————–

STOL and utility planes for Corvair power

Builders,

Below is an overview of STOL and Utility airframes that have been Corvair powered or are in excellent candidates for the engine, that we have already looked at closely. Included with many of the airframes listed are links to stories about them.

.

This group of planes are all high-wing cabin monoplanes. There is a good selection of designs for builders to choose from. There are others that would work as well, for example Morgan William’s lite star http://www.customflightltd.com/aircraft-kits-1.html Has flown on Corvair power, but I have just written an overview of the planes most people ask about. If you have a plane in mind that you don’t see here, just send me an email.

.

—————————————–

Zenith 750:

This is a good match for the Corvair. There have been a number of them flown in the last four years, and many more are in the works. The 750 has flown on 2700, 2850 and 3000 cc Corvairs. We make every part to install the engine on a 750 airframe and have a Zenith specific install manual. The last link below has a very complete over view.

.

blogburdett050813

Above, the flying 2850cc Zenith 750 built by Gary Burdett of Illinois.  It has our full complement of Zenith installation components and one of our production engines.

.

Zenith 750 Flying on Corvair Power, Gary Burdett, Illinois

Flying  Zenith 750, Tom Siminski, 2700cc, PA.

Flying Zenith 750 w/3000cc Corvair, Doug Stevenson, California

New “Zenvair-750″, Jeff Cochran, 2,850cc engine, N750ZV

 Zenith 750 / Corvair reference page, October 2013

————————————————————————-

Zenith 701:

We flew our 701/2700cc Corvair test bed aircraft in 2007.  The combination works, and a few have been built, but the 750 has stolen a lot of the potential popularity. If anyone is looking at both airframes, they should pick the 750, because it has matched hole tooling and is far easier to build. It is a better match to a Corvair. Economically, a Corvair powered 750 will still cost a lot less than a 912 powered 701. The link below the photo has a very detailed look at the combo. The plane below was made of all our off the shelf engine components, and the entire plane and engine was built in our Edgewater hangar.

.


Our Corvair powered 701 taxis out before its first flight, 2007. Gus Warren at the Controls.

.

Zenith 701- Corvair reference page, November 2013

.

——————————————————————–

Pegzair:

Is a 20 year old Canadian design with automatic leading edge slats. It has a metal wing and a steel tube fuselage. We finished and flew the first Corvair powered on in 2007. the story is in the link below the photo. The engine has all of our conversion components. Every part ahead of the firewall was built in our hangar in Edgewater.

.

Read the story at this link:

3,100cc Corvair in Pegzair

.

—————————————————————

Wagabond :

Below, our Wagabond, N707SV, flying over the Intercostal Waterway near the Atlantic Ocean in 2005. The airframe is based on a highly modified 1964 Piper PA-22-108 (Colt). The plane was built as a group project by “The Hangar Gang” between 2003 and 2005. It has been flown by a number of well-known Corvair pilots who all found it to be a well behaved work horse. In person, the plane is very large for an LSA legal homebuilt. The airframe is the size of a Tripacer, and sitting on the ground the spinner is as tall as I am, yet a direct drive 100 HP Corvair easily flys this plane, including a test flight where the plane climbed out with a payload greater than its own empty weight.

Originally flown to shows by David Vargesko, today the plane has been modified and refined by Grace and myself, re-engined with a 120 HP 3000 cc Corvair, and functions as our personal Corvair powered plane. It is a 5 gallon per hour, 100 MPH plane with a very large baggage compartment. With Grace, the dog, myself and 36 gallons of fuel loaded, it can still carry 275 pounds of equipment and stay in CG.

 .

Below is a youtube link to the plane flying:

http://www.youtube.com/watch?v=B7XhuWmqcPw

.

—————————————————————

Merlin:

Below is a link to film of Jeff Moore’s Merlin flying on floats in Newfoundland. The airframe has a strong following in Canada. This particular plane was originally powered with a Rotax. Jeff’s plane uses most of our Gold engine parts and one of our stainless U-2 exhaust systems. The engine is a 2700 cc motor with a Weseman 5th Bearing.

.

Jeff and the Merlin with Corvair installed.

.

 Film:

Jeff’s story is at this link:

Corvair Powered Merlin Flying Over Newfoundland

.

—————————————————————–

Buttercup:

The plane was originally Designed by Steve Wittman in 1937. It was vastly ahead of its time. Later modified to have full span movable leading edges.  Grace and I worked on the Buttercup pictured below with the intention of finishing it for ourselves before we had a change in direction. Our standard intake and U-2 exhaust fits the plane, along with all of our gold engine components.

Above, the motor mount for our Wittman Buttercup. It is an intensely complicated mount because it incorporates Wittman’s tapered rod landing gear sockets (the modern Buttercup actually uses RV-6 landing gear legs). Earl Luce, the plans provider gave me all the operational data and weight and balance info for his O-200 powered plane, which I mathematically worked out to the Corvair installation. The Mount resembles the O-300 mount for a Tailwind.  After completely welding it, I took it to our local powder coater, and had it done in U.S. Navy gray. It was the 40th different Corvair Motor Mount Design that I have built. Today two builders are closing in on finishing the Corvair Buttercup combination, but none have flown yet. The plane above is being finished in Wisconsin.

.

———————————————————————

Rebel:

The Murphy rebel is an all sheet metal Canadian design almost 25 years old. It is not currently in production. It is a complicated plane to build compared to other all metal designs like a Zenith. Below is a link to a story I wrote about how people who know nothing often say the Corvair will not work on utility planes like the rebel, in spite of all the evidence on this page that speaks to the contrary. The commentary and data in the story is worth reading for anyone looking at a Corvair engine for their homebuilt.

The case of the Murphy Rebel, “eyeball vs. testing”

.

———————————————————–

Bearhawk LSA:

I consider this plane to be the best flying plane in it’s category. I worked directly with the designer Bob Barrows to develop a Corvair motor mount for it. I flew Bob’s prototype, and it has excellent handling qualities. The design uses or standard intake manifold, and a stainless exhaust common to our Zenith installation.

.

Corvair Motor Mount for Bearhawk LSA

Bearhawk LSA, Corvair motor mount in development

Bob Barrows to Fly LSA Bearhawk to CC #27, Barnwell, S.C., Nov. 2013

.

———————————————————-

Kitfox:

The only Kitfox model that has flown with a Corvair was the model 5. The builder had a number of issues, related to using a poor choice in carbs. Below is a link to a Kitfox 4 mount we made in my shop. The engine is slightly too big for the model 4, but it is a good match for the series 5 and up.  The factory likes to promote engines they sell cowls for and have a dealership on.  Kitfox has had three different owners in the last 25 years. The current ones did not sell the bulk of the unfinished model 5’s which are available second hand from internet sources like barnstormers.com for less than 50% of their original sale price. Combine one of these with a Basic Corvair, and it is possible to build a good plane for less than $18K, airframe and engine.

.

Kitfox Model IV with Corvair mount

———————————————————-

Stits SA-7D Skycoupe:

Ray Stits, the man behind the fabric covering system designed a series of very successful planes in the late 1950s. The Skycoupe was once one of the most popular 2 seat planes in the EAA.  Several hundred were built, and their was even a FAR-23 type certified model. It is a stout plane, but it is small inside by modern standards. We put about 200 hours of flight testing on ours, it is a natural match for the Corvair. Below the photo is a link to pictures of turbocharging the design.

.

Above, the Skycoupe on the ramp in front of our Edgewater hangar in 2007. We made every component ahead of the firewall on this plane.

.

Read more at this link:

More Turbo Skycoupe photos

.

———————————————————–

Fisher Horizon 1 and 2:

Both of these designs have flown on Corvair power. I built the motor mount for them, and most of our off the shelf components fit the installation.  The plane has strong appeal for builders who like wood, but it is not as rugged as steel tube designs or all aluminum ones.

———————————————————–

J-3:

The first plane ever to fly with a Corvair was a J-3 in 1960.  The Corvair would make a very good power plant for any of the J-3, J-5, PA-12 family of airframes.

————————————————————-

Just Highlander:

Below is a photo of the first Corvair/highlander to fly. It was not a success because the builder insisted on using a left over cowl from a Jabaru 3300, and the Bing Carb from the same engine. He also ran the engine was a display without any form of cooling for a long period on the ground prior to the first flight.  With the wrong cowl and carb, it should come as no surprise that the plane overheated. From the pictures above, we have plenty of evidence that the Corvair can easily power larger heaver and slower planes than the Highlander when it is equipped with the correct cowl and carb. .

.

————————————————————

Christavia:

Is an older design that is somewhat similar to a champ. The plane has many fans, but it would not be my first choice in a utility plane. It is called a STOL plane, and it is by Lancair standards by not by Zenith standards. The plane pictured below was powered by a 2700 Corvair with a Rinker Gearbox, a design from the 1970’s. The gear box failed in 28 hours because the machinist employed by the builder decided to omit a keyway critical to the design. The combination will work much better as a direct drive plane.

.

 .

——————————————————-

Taylorcraft BC-12D replica:

Below is a one of a kind plane, built from some BC-12D parts. Today the FAA has cracked down on this practice, but with a friendly DAR this could still be made. The plane below is powered by a 2700 and has clipped wings. It topped out at 130mph.

.

.

This very slick aircraft is the handiwork of Gary Loucks of New York.

.

 

 

Corvair – Pietenpol Reference page

Builders

Here is a collection of information we have put out for Pietenpol builders. I have swept it into this single page so builders can have a single reference point on the airframe. As we have more content, I can easily add a link here and keep this current. This page is just a brief set of notes and links to stories I have written about Pietenpols. If you would like to start with a simple three page spec sheet on the engine, read this link first: Basic Corvair information

I can still recall the very first picture of a Pietenpol I ever saw, a grainy black and white image in Peter Bower’s “The 25 most practical Homebuilts.” It was love at first sight, I ordered a set of plans from Don Pietenpol the next week, and 25 years later, the design and the people who love them still hold a place in my heart.

.

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

.

Above, my proudest day in aviation. Grace and I with friends and my Pietenpol in front of the old Brodhead sign at the Pietenpol Reunion in 2000. We had just flown up  from Florida, and spent a great day with friends old and new, with my mother and father on hand. This single day made years of work in the hangar worthwhile.

.

(Click on any colored title to read the full story)

.

Pietenpol Aircampers:

Pietenpol review in pictures, 15 more Corvair powered Piets

Bob Lester’s Corvair/ Pietenpol nears 800 hours.

The Bell Pietenpol, 3 generations of flyers

House Call on Pat Green’s 1,000 Hour Pietenpol

Pietenpol Power: 100 hp Corvair vs 65 hp Lycoming

Steve Williamson Pietenpol at 60 hrs., SoCal.

New Pietenpol, EAA #1279, French Valley CA

New Pietenpol #3, Mike Groah, Tulare, California

New Pietenpol, Gary Boothe, Cool, Calif.

Gary Boothe’s Pietenpol, flying video

New Pietenpol, 2700 Corvair, Don Harper SC

Randy Bush’s Pietenpol hits 500 hours.

Farewell to a Good Man; Robert Caldwell departs.

Guest Writer: Pietenpol builder/flyer Kevin Purtee

Knoll Family Pietenpol

Bob Dewenter’s Pietenpol project

Pietenpol Project – Terry Hand

Pietenpol 2,775 cc Corvair; Trevor Rushton from UK

.

Oshkosh 2004,  Alex Sloan, holding plaque has just been presented The Tony Bingelis Award.  L ot R, Noted Pietenpol builder and pilot Mike Cuy, Pietenpol historian and newsletter editor par excellence, Doc Mosher, Grace and Myself. I have always tried to give something back to todays Piet builders, as I personally benefitted from the efforts of the builders who preceded me. I have worked with Doc on this, including developing the Weight and Balance testing and data bank. He and his wife Dee have been the single biggest factor in the design’s explosive popularity in the last 10 years.

.



Above, Speaking at the Brodhead forums, 2008. This gathering in July is my favorite event of the year. It is a great place to socialize, meet new friends, see planes and exchange ideas. I have only missed one year in the last 19, given forums the last 12 years. We also do practical stuff: we weighed 28 Piets on electronic scales there in a two year period. The data is in the back issues on the newsletter, available at Pietenpols.org.

.

Installations and airframe parts.

Pietenpol Mount on airframe

Pietenpol Weight and Balance project

Pietenpol Weight and Balance article source

Current Corvair Installation in a Pietenpol, part #1

Current Corvair Installation in a Pietenpol, Part 2

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

Great lies from discussion groups…….part #1

Pietenpol Products, Motor mounts, Gear and Instalation Components.

New die spring landing gear on a Pietenpol, 10 a.m.-4 p.m.

Pietenpol Motor Mounts, P/N 4201(C)

Pietenpol Fuel lines and Cabanes

Fuel lines and Cabanes, part 2

Pietenpol Box Spar Construction, 6/27/13

Cooling with J-3 style cowls. (Pietenpols, Cubs, Biplanes, etc)

Three Pietenpol Motor Mounts

In Search Of … The Economical Carburetor

Franklin Engine Runs at CC ##22 KGTU Spring Break 2012

http://www.flycorvair.com/pietengineissue.html

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

 “Zen-vair” and “Piet-vair” Discussion Groups, your resource..

Pietenpol lift struts; $65, a free education, and fun with friends..

Custom Pietenpol engine mount.

Yes, Pietenpols do need 5th Bearings..

Evolution of a Pietenpol

Evolution of a Pietenpol pt. 2

Andrew Pietenpol, aviator and Grandson of BHP, right, attends Corvair College #4 with Grace and Myself in 2003. Greatest complement anyone has ever said to me in 25 years in aviation: Andrew told me that day “My Grandfather would have adopted you.”

.

Stories on the influence of BHP

B.H. Pietenpol, Patron Saint of Homebuilding

Don Pietenpol Passes, 1/8/14

Vi Kapler passes from this Earth, age 88.

New Pietenpol Family website

The Cherry Grove Trophy

Help Needed, Wikipedia error on Pietenpols

Cherry Grove story, “The long way home”

Cherry Grove story, Part 2.

Pietenpol first flight; Honolulu International.

Flathead Ford, 71 cid. Freedom to pursue happiness.

Guest Editorial, Pietenpol builder Terry Hand.

Bob Lester’s 48 flight hour, 3400 mile Pietenpol adventure

Pietenpol Builders and Pilots at Corvair College #31.

Ralph Carlson and Conversion Manual #1.

.

IMG_1202

.

Above, Kevin Purtee and I speaking at Corvair College #32. Although we look very different, we have a lot of things in Common: We are both the same age; We are both Embry-Riddle graduates from the same Degree Program; we have both worked in aviation every day since we were 26; we have very similar perspectives on risk management.  Read: Thought for the Day: Two paths in managing risk.

.

If you would like to read a number of personal stories, some with very harsh lessons on the unforgiving nature of flight, Please look here: Risk Management reference page. If you read them with an open mind, some of my friends will be able to posthumously teach you to take care of yourself. -ww.

.

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

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

.

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.

.

IMG_2000

.

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.

.

————————————————————

.

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.

.

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.

.

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.

.

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.

.

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.

.

IMG_2006

.

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.

.

IMG_1968

.

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.

.

IMG_2042

.

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.

.

IMG_2023

.

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.

.

IMG_2026

.

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.

.

IMG_1985

.

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.

.

IMG_1938

.

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.

.

IMG_2010

.

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.

.

IMG_2030

.

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.

.

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.

.

IMG_2017

.

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

.

IMG_1956

.

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.

.

IMG_2018

.

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.

.

IMG_1880

.

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.

.

IMG_2044

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.

.

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.

3,000 cc Panther flight videos

Builders,

Rachel Weseman just put up a video link on the Panther website of 7 minutes of Dan flying very smooth aerobatics in the panther, from the point of view of a Go pro camera mounted on the wing. It is a very nice piece of work, you can find it on their site at this link:

http://flywithspa.com/happy-thanksgiving-from-spa/

If you have any issue getting it to load, you can also access it directly on youtube at this link:

https://www.youtube.com/watch?v=byqO0t82bF0#t=180

.

It is worth considering that I always told people that you could do a loop spin and a roll, and many other basic aerobatic maneuvers with a Corvair with our standard oil system, without any issue, the engine would not lose oil pressure. A number of people on internet discussion groups, people with no flight experience in Corvairs nor an understanding of what a coordinated turn is, vocally claimed otherwise. I know the video will not convince them, but hopefully it will show any open-minded builder that the gold oil systems really do work for 99.5% of the flying homebuilders do.

.

For another very interesting video by Rachel, get a look at the Panther flying in formation with 180 HP Lycoming RV’s:

https://www.youtube.com/watch?v=cXuZKH4C1Zk

.

You can also get a look at air to air video of Ron Lendon’s 2,850cc 601XL, shot from the Panther at Barnwell College #27:

https://www.youtube.com/watch?v=CeliNRl-7g0

.

———————————

.

Above, a rear view of the engine. Behind the harmonic balancer is an alternator driven off the crank through a flexible coupler. The Weseman’s sell this directly, but the system is integrated into our manual/numbering system as  P/N 2950.  It retains the balancer and cannot put bending loads on the crank.

.

I have never been a fan of belts on the back of the engine, but this system does not use one. The alternator is the same Yanmar unit we traditional use on the front of the engine. Although it is driven at crank speed, the unit makes it’s full output by any flight rpm, and the output exceeds the needs of almost all Corvair powered planes.

.

There is a misconception that having the alternator on the back improves cooling. Back to back tests showed that the change was negligible. Many things on experimental aircraft cannot be ‘eyeball judged.’ They have to be tested. Anything that involves airflow or aerodynamics can not be reliably evaluated by eye. The primary attribute of the rear alternator is simplicity, and it allows a slightly narrower cowl line on single seat and tandem seating planes. If you are building a plane with J-3 ‘eyebrow’ cooling scoops, it is easier to fabricate the ductwork with the alternator in the back, but it has been done both ways.

.

————————————————

.

For further reading:

Corvair power for Panther and Sonex reference page

.

You can read all the detailed information on the SPA website at this link:

http://flywithspa.com/panther.html.

.

Zenith 750 / Corvair reference page, October 2013

Builders,

Here is a single location page that has a great number of links to information specific to the Zenith 750 / William Wynne-Corvair Combination.  It is a particularly good match, we have a number of different ways to approach it that serve the needs of many different builders, and it is a success story that builds on our 10 year history of working with Zenith builders, starting with our own personal 601XL in 2003. Since then we have assisted more than 80 builders to complete and fly their Corvair powered Zeniths. In the coming years these will be accompanied by an ever increasing number of 750’s.

If you already are working on your Corvair, this page will have information you have seen already on our websites, but I have included it so that this page can function as a ‘stand alone’ guide for 750 builders who have just heard about our work with the Corvair. Our approach to serving builders is different than typical businesses geared only to sell things to consumers. Our goal is to assist you on your path to becoming a more skilled aviator. The products we sell support this, but simply getting you to buy things is not what I am in aviation to accomplish. If you would like to start with a simple three page spec sheet on the engine, read this link first: Basic Corvair information

This page is broken into the following sections:

1) Introduction

2) Engine and build options

3) installation components

4) Support for builders

5) Flying 750’s

6) Builders in process

7) 750 flight data and safety notes

8) who is WW?

9) Comments on dangerous trash.

At the end of each section there are links to supporting stories that have expanded information on concepts discussed in the section. Take your time and study it carefully.

I will be glad to answer further questions just email WilliamTCA@aol.com or call 904-529-0006. You can also check our two websites, http://flycorvair.net/ , http://flycorvair.com/ . The first is our ‘newspaper’ the second is our ‘library’ and ‘store.’ The links below are stories that already appear on these two sites, they are just arranged here to support this introduction to Corvair power for 750 builders.

blogburdett050813

Above, the flying 2850cc Zenith 750 built by Gary Burdett of Illinois.  It has our full complement of Zenith installation components and one of our production engines.

.

1) Introduction:

The Corvair has been flying since 1960, and I have been working with them as flight engines since 1989. It is a story of careful development and testing, a slow evolution to the engines we have today. It is ‘old and proven’ rather than ‘new and exciting.’  If that approach appeals to you, read on. There is a lot of material here, and it isn’t something you are going to absorb in one quick scan. Frankly, your engine selection deserves careful consideration, and it isn’t the kind of decision you should make based on a 4 page sales brochure.

Corvairs have proven themselves to serve a very broad variety of builders. Many alternative engine options for the Zenith are offered only as a “buy it in a box” import, more of an appliance than a machine, with little or no consideration of the builders, skills goals, needs, budget or time line. The Corvair has options to address these valid considerations, because your power plant should conform to you, not the other way around.

This said, Corvairs are not for everyone.  In the 25 years I have been in the EAA and working with builders, the Corvair has always been very popular with ‘traditional homebuilders’, the people who have come to experimental aviation to discover how much they can learn, understand and master.  The expansion of the EAA has brought more of these builders, but it has also brought a great number of people incapable of distinguishing between mastery of an aircraft or an engine and just merely being its buyer and owner.  People who’s consumer mentality and short attention spans are better suited to toy ownership than mastery of skills and tools in aviation. Corvairs, and perhaps experimental aviation, are a poor match for such people. Many salesmen in our field will gladly sell anything to anyone with green money. I am an aviator, not a salesman, and the gravity of the subject requires more frank discussion and ethics than many salesmen bring to the table.

If you came to experimental aviation to find out how much you can master, not how little, then you are among the aviators who follow Lindbergh’s timeless 1927 quote: “Science, freedom, beauty, adventure: what more could you ask of life? Aviation combined all the elements I loved.”  Even if you are brand new to aviation, I am glad to work with you. I have a long history of working with builders of all skill levels. We have a number of successful builders out flying their Zeniths who are the masters of both their airframes and engines, who had never changed the oil in a car before building their plane.  If you got into experimental aviation just to buy stuff, then any salesman will do just fine for you. If you got into experimental aviation to learn, develop your own skills and craftsmanship and make things with your own hands, then who you work with really matters. You can’t become and old school homebuilder / motor head by buying things from salesmen. They have nothing to teach you. What you will do in experimental aviation is not limited by what you already know. It is only limited by what you are willing to learn, and selecting experienced people to learn from.  If you are here to learn, I am here to teach. It is that simple.

.

—————————————————————————-

a) – Complete Lindbergh quote is here: The Quote, 1927, C.A.L.

b) – Explanation of machines vs appliances : Machines vs Appliances Part #2

c) – Story of real engines vs ‘ideal’ ones: Unicorns vs Ponies.

d) – An example of our ling standing working relationship with Zenith: Friday out of shop until 4pm.

e) – A direct explanation of what makes my work different than typical LLC’s : 2011 Outlook & Philosophy

f) – A moving statement of philosophy: Sterling Hayden – Philosophy

.

Above, the 3,000 cc Corvair, configured for a Zenith 750. An inherently simple engine, It’s opposed six configuration makes it the smoothest of available power plants. It has outstanding cooling because GM put a tremendous amount of cooling fins on it and  gave it a factory CHT redline of 575F. All of our engine parts are made in the United States.

.

2) Engine and build options:

.

If you are new to Corvairs, lets quickly cover some ground: General  Motors made 1.8 million Corvairs. brand new parts, including billet cranks, forged pistons, valves bearings,  virtually every single part inside is currently made and readily available, and will remain so. Rebuildable Corvair engines are plentiful, and much easier to find that Lycomings or Continentals. We have been working with Corvairs for 25 years, and there is no shortage of core engines or parts. If you doubt this for a second, Google “Corvair engine parts.”

The Corvair makes an outstanding aircraft engine because it is a simple, compact, direct drive, horizontally opposed six cylinder, air cooled engine. It is robust, and ‘flat rated ‘ from it’s automotive output. The engine runs equally well on automotive fuel and 100LL, and it does not care about ethanol. In its 53 year flight history, more than 500 experimental aircraft have flown on Corvair power.

The engine can be built in three dispacements with three respective power outputs. They are 2,700cc / 100HP, 2,850cc / 110HP and 3,000cc / 120HP. The two smaller displacements weigh 230 pounds, the larger actually weighs 8 pounds less because it uses lighter cylinders. All engines are completely rebuilt from very high quality parts before flight. They are not just removed from cars. The parts we use are specifically selected to convert the engine for the rigors of flight use. Forged pistons, Inconel valves, chrome rings, ARP rod bolts and many other components are upgraded in the rebuild.

To absorb the propeller and flight loads a “5th bearing” is added. It is a billet housing with a very large bearing from a V-8, bolted on the end of the case.The ignition is redundant and utilizes two 40,000 volt systems, one driven by digital electronics the size of a match book, the other by a traditional set of points. The engine is direct drive, it has no complex reduction unit. It makes good thrust because it has more than twice the cubic inches of a Rotax 912. All of the systems on the engine are intentionally patterned after those on Lycomings and Continentals, because they are the  model of success in proven aircraft power plants. People who do not acknowledge certified engines as excellent models of success are often just zealots.  To succeed in experimental aviation you need dispassionate information not emotional opinion.

One of the unique features of the Corvair is that it can be built at home, from our information and parts and a locally acquired rebuildable engine, or it can be purchased from us, test run with logs. 90% of current builders are building their own engine at home. Only 10% of the builders opt to have us build their engine. We have happy to serve both builders. In either case, Corvairs are the best match for builders who want to understand and be the master of their engine.

Because of the plans built vs production engine nature of the Corvair, there are large variations in how much builders budgets run. Below is a quick look at the differences. Keep in mind, these budgets are for first class, completely overhauled, zero timed engines with 5th bearings, starting, ignition and charging systems. We have clever builders who have built and flown engines for less than $3,000, but this not representative of main line builders. The numbers below are much better for Zenith builders to budget on.

.

2,700cc / 100HP typical homebuilders budget: $6,500- Same engine assembled and run from us $9,750

2,850cc / 110HP typical homebuilders budget: $7,500- Same engine assembled and run from us $10,750

3,000cc / 120HP typical homebuilders budget: $8,500- Same engine assembled and run from us $11,750

.

If you are attracted to the concept of building your own engine, but have not built motors before, Good.  About half of our builders have never built any kind of an engine before. Our main work is teaching people what we know and providing the parts to work with. Our system does not require anyone to be a machinist nor to have previous engine experience.

The procedure of building an engine in your shop follows this format:

1) Get a conversion manual and DVD’s from us, use them to find a rebuild able core engine locally. Disassemble this engine following the steps in the DVD.

2) Send the crank and heads to our approved facilities for rebuilding and modification. They come back ready to ‘bolt on.’ Other parts of the engine are cleaned and inspected. The parts to convert the engine are ordered from us, many of the standard rebuild parts like lifters and gaskets are available from local auto parts stores. We do not ‘middle man’ anything you can directly buy.

3) Assemble these parts according to the manual and DVDs. There is no machine work required, only basic tools are needed, and a few specialty tools like a torque wrench. Many builders attend our free Corvair Colleges and directly learn hands on skills. You can even bring your parts and assemble them under our supervision, and test run your engine on our equipment. College attendance is a plus, but not required. Our methods work without direct training; a good number of engines are built and flown each year by builders who have never met me in person.

4) The test run serves several purposes. We teach people to build one of  three specific models, and we teach them to use specific parts. Not only are these proven, but it also allows me to verify from a remote location that the engine was assembled correctly. A builder can report his static rpm, CHT, oil temp during the test run with his Warp Drive prop at the specified setting, and I can confirm the output and assembly of the engine without seeing it personally.

If you would like a sample of the information on working your way through the above four steps, get a look at this: Getting Started in 2013, part #1, Crankshaft process options.

I have broken down building a Corvair and installing it on your airframe into 42 “groups”. The previous link is about  ‘Group 1000’ the crankshaft. If you would like to look at every part that goes into a Corvair, along with the conversion parts we sell, look at Groups 1000 -3300 at this link to our catalog: http://www.flycorvair.com/products.html

All builders get started with a conversion manual. The first part of the above link is about manuals and DVD’s.  The direct link to the manual is: http://www.flycorvair.com/manual.html. almost all builders looking for a rebuild able engine also order the Disassembly  DVD, which covers core engine selection visually. The direct link to it is: http://www.flycorvair.com/videov.html We encourage everyone to get started with information, even if you are pretty sure you would like to purchase a production engine from us. If you eventually buy an engine from us, we directly reduce the price to rebate all the money you spent on manuals and DVD’s.

.

———————————————–

a) – Corvair Weight story: Corvair vs O-200…. weight comparison

b) –  Samples of our production engines:  2012 Corvair Engines For Sale: 100, 110 and 120 HP

c) – For an explanation of ‘flat rating’ and a 750 engine build : Shop perspective: Mastery or ?

d) – A story about engines running on our hangar Dyno: http://www.flycorvair.com/thrust.html

e) Engine of builder now working on 750 airframe: World’s Strongest 3,000cc Corvair, built by Greg Crouchley

f)  3,000cc engine we built for 750 builder Larry Hatfield: 3,000cc Engine Running

g) A story about the evolution on 120HP Corvairs: 3,000 vs 3,100 cc Corvair engines.

.

Headed to the 2012 Zenith open house, six of our powder coated 750 mounts. All of our mounts are welded in house, all of our parts are made in the United States.

.

3) Installation Components for the 750:

We provide every single part it takes to install a Corvair in your 750.  You can buy them one at a time, or all at once. Ninety percent of these parts are common to our Zenith 601/650 installation, which has been successfully flying for a decade. Only the mount, the diameter of the prop, and the size of the air inlets is different. Our Zenith installation manual detail how and why each of the installation components are installed on your airframe.

The installation does not require any modification to the airframe fuel system like most EFI engines do.  Being air cooled and carbureted, it is one of the easiest engines to install. Many companies that are good at selling things are poor at teaching things, like how to install their products. Teaching is the very cornerstone of my work, I am a skilled writer, we run Corvair Colleges, and we have a simple engine. All this adds up to a comparitively easy engine to install. There is no need to rush it, but I can do it working in one long day.

 Installation part numbers are Groups 3400 through 4300 in the second half of our numbering system. Get a look at this link: http://www.flycorvair.com/products.html From that list, you can see that the major installation parts for a 750 are: #3601(S) intake manifold, #3901(A) Stainless exhaust, #4002 spinner bulkhead, #4003 Warp Drive prop, #4101 baffle kit, #4102 nose bowl, #4103 cowl kit and a #4201(B) mount. The other smaller items listed are detail in our Zenith installation manual. All of the above parts have links to stories through the products page, but just for an overview of a single part, look at this link: Zenith 750/Cruiser Mounts. P/N 4201(B)

Many people new to building initially think that very economical engines like the Corvair must also be inexpensine to install. In reality, the cost of items like motor mounts and cowls are not affected by the cost of the engine they mount and house.  A mount for a $30K UL-350 and a $7K Corvair have about the same amount to tubing and welding time in them, and thus cost about the same. Most engines for Zeniths have installation kits that run from $4,000 to $6,000. The Corvair is near the bottom of this range, but the savings of using the Corvair is in the engine, not the cost of installing it. Builders can save a significant amount of money by fabricating many of the parts like #4103, but most people are near the finish line at that point and opt to buy it and save the time. Exact cost on the installation parts varies a bit, I will be glad to review it with builders after they study the installation manual.

—————————————–

a) – For an example of 74 years of aircraft welding talent: Zenith 601/650 Motor mounts, P/N 4201(A)

b) – To learn about the Stainless exhausts we make: Stainless Steel Exhaust Systems

c) – A 2008 look at how we developed the 750 installation on one of the first kits:

  http://www.flycorvair.com/750.html

d) You tube video of an engine we built running on a 750 fuselage, 2009: http://www.youtube.com/watch?v=y_1ov0DAbe8&feature=plcp

.

An overhead photo of a CH-750 installation we did in 2009.

.

Above, 2004 at Oshkosh: Next to our personal Zenith N-1777W, I explain our dual ignition arrangement two executives from Falcon insurance, The EAA’s provider. To offer real support, an alternative engine provider must be an effective advocate for his builders on many fronts, including meeting the requirements of underwriters. Just being an engine guru is not nearly enough. Corvair engines that follow our design,  including to ones assembled by builders, are fully insurable at the lowest rates, right from the first flight, because they have an outstanding safety record. Having good effective hands on support is a critical element in this outstanding record.

.

4) Support for Builders:

Beyond the basic engine and installation components, we offer many forms of support to Zenith builders:

.

a) We have a very detailed Installation manual for all Zeniths: http://www.flycorvair.com/601im.html We also have a flight operations manual with specific test flight plans and procedures: http://www.flycorvair.com/ops09.html

.

 b) we hold 4 free hands on technical seminars called “Corvair Colleges” every year. This includes an annual College held in Mexico MO at the Zenith Factory timed to coincide with the factory open house in September. For an introduction to Colleges, read this link: http://www.flycorvair.com/cc21.html  An overview of upcoming colleges is at this link:  Upcoming events, Airshows and Colleges #26-28. If you would like to see video of a College, here is a link to Corvair College #17 http://www.youtube.com/watch?v=wfa85e3ibI4&playnext=1&list=PL1D40A102EC2A194D&feature=results_video

.

c) The “Zenvair” group is a separate on-line peer-to-peer discussion group just for Corvair/Zenith flyers to directly and freely share information and data with each other in a civilized productive format. The link is : ‘Zenvair’ Information board formed  This is very effectively moderated by Zenith/Corvair builder and flyer Phil Maxson.

.

d) Woody Harris, subject of this story:  Zenith 601XL-2,850cc, Woody Harris Is our west coast representative. Although we have held 5 Corvair Colleges in California, including 2 at Zeniths west coast facility Quality sport planes,  we only make one trip to the west per year. Woody covers all the shows and events from Arlington to Copper State when we can’t be there.

.

e) I am the last guy in aviation who still makes free house calls. Over the years I have made more than 400 in person visits builders projects. I travel extensively, and go out of my way to include builders workshops on these trips.  These stops and the colleges allow me to really understand the needs, strengths and dreams of rank and file builders that no one can read in email or at an airshow. for a sample, read this story: Corvair House Call, Range: 335 miles.

.

f)  By my continued advocacy and industry relations, Corvairs have full insurance, at the lowest rates, available from a number of sources. If you would like to find out more Contact Bob Mackey, VP of Falcon insurance, The EAA’s designated provider, seen on the left in the photo above.

.

g) Over the years, we have built a very tight knit community of like minded builders. If you read this story about fools at our county airport: A visit to the insane asylum, and it sounds like your airport, and if your local EAA chapter is devoid of homebuilders and filled with negative people, you will find the Corvair movement to be a powerful antidote. Many Corvair builders catch several colleges a year, there they find positive, outgoing, energetic builders, effectively making the Colleges their “local EAA chapter” We have worked very hard to attract outstanding people interested in accomplishing their goals. I  go out of my way to encourage new builders but I am intolerant of people who are compulsively negative. I am willing to be a cheerleader, but not a therapist.

.

——————————————

blog050213stevenson

Doug Stevenson’s 750, powered by a 3,000 cc Corvair engine in California. This was the first Corvair powered 750 to fly.

.

5) Examples of flying Corvair Powered Zenith 750s:

Doug Stevenson : Flying Zenith 750 w/3000cc Corvair, Doug Stevenson, California

Jeff Cochran: New “Zenvair-750″, Jeff Cochran, 2,850cc engine, N750ZV

Gary Burdett: Zenith 750 Flying on Corvair Power, Gary Burdett, Illinois

first story: Gary Burdett, 2,850cc Zenith 750, now flying. (engine selection)

Tom Siminski : Flying Zenith 750, Tom Siminski, 2700cc, PA.

———————————————–

blogvdm030613

Above, Coenraad Van Der Merwe at the controls of his 750 during the first run of the 2,700cc Corvair he built for it. In spite of a busy work and personal schedule, he completed the airframe and built his engine in 18 months. Electing to build your own engine need not significantly increase the length of your build.  In many cases, the vastly lower cost of this option compared to other engines allows the aircraft to be completed years earlier. Money, not time, is the limiting agent in most aircraft builds.

.

6) Examples of Builders working on this Combination:

Coenraad’s 2,700cc: Running Zenith 750, Coenraad Van Der Merwe, CA

Blain Schwartz’s 2,850cc: Zenith 750 Builder Blaine Schwartz video on you tube http://www.youtube.com/watch?v=B4HwntCo2-I

Rodger Grable’s 2,850cc Corvair College #23 – 2850cc Engine, Roger Grable, CH-750 Builder

———————————————-

.

7) Operational Data for this combination:

If you would like to read a story about detailed flight data collection on a 2,850cc 750, check out this link: CHT part #5, flight data from Zenith 750 . It is an example of the type of information exchanged on our ‘Zenvair’ group.  If you are attracted to a builders group that is made of intelligent thinking people, you will fit right in with Corvair builders.

If you would like a single example to effectively demonstrate that I am an aviator not a salesman, it is the type of data that I discuss with builders. No salesmen will acknowledge accidents nor difficulties that involved their products, even circumstantially.

Conversely, I am here to teach people what they need to know. I have a long history of writing about subjects that salesmen wouldn’t touch with a 10 foot pole. I write about accidents and friends I have lost, honest mistakes people made and things you can learn from them.  Just about everything know in aviation cost someone dearly to learn. If you are unwilling to talk about these things in plain language, people are doomed to repeat them.

For an example of  plain speaking, I conducted an in person investigation of an accident on Doug Stevenson’s 750. It had an off airport landing on it’s third flight, and was damaged. It was caused by fuel exhaustion. You can read the whole story at this link: http://www.flycorvair.com/stevenson.html . Doug made a simple mistake., but he was man enough to admit it, and he wanted others to learn from it. As the leader of the Corvair movement I long ago set the ethic that we don’t demonize men for honest mistakes, we work with them to investigate and teach others. Doug repaired the airframe and we tore the engine down and internally inspected it. His aircraft is back flying and a proven performer now. As you read the report, keep in mind that I am a graduate of the same Embry Riddle degree program that most NTSB accident investigators. The data I collected, including the video, was taken into the official report.

.

——————————————-

Above, A photo taken at Sun n Fun 2006. My wife Grace Ellen and myself, in front of the first Corvair powered Zenith, our own N-1777W. The plane was the first XL model with conventional gear.  Grace is a skilled pilot in her own right. She has been a pilot longer than I have, holds more advanced ratings and owns two aircraft. As a point of ethics, we do not promote, advocate nor sell things we have not personally flown behind.

.

8) Who is William Wynne?

Modern consumer sales logic dictates that that business should ‘de-personalize’ themselves so consumers find nothing objectionable about the provider while they are spending money.  That model may work elsewhere, and even have advocates experimental aviation, but I don’t buy it.  I contend that Aviation is a different arena, and who you are dealing with, and their ethics, experience and perspective matters.

Building a plane or an engine is a marriage of sorts between the builder and his airframe or engine company. I believe that it is best if everyone goes into it well informed with their eyes wide open. I am always surprised how few people even Google the name of a person they are thinking of working with. You don’t need to see eye to eye with them on every point nor even love them, but the relationship must absolutely have trust and respect operating in both directions. In 25 years I have seen many builders try to justify buying a product from a provider they didn’t really trust. It never works out. It doesn’t matter how good it looks, what it costs or how great it is supposed to work, if it is from a bad guy, it isn’t worth buying.

I could write a quick paragraph about how I am a pilot, a 22 year A&P mechanic, and that I hold both an AS degree in Maintenance and a BS in Professional Aeronautics (accident investigation) From the worlds #1 aeronautical university, Embry-Riddle , but I don’t think that any of that explains my commitment to builders nearly as well as the flying planes of our builders and things we have accomplished. Henry Ford said “A man can not base his reputation on what he says he will do; only what he has done.”

I am plain spoken. to understand why, read the ‘Effective Risk Management’ story below. I have many friends who are experienced aviators who value plain talk. This type of speech also tends to offend people who dabble in aviation and would rather read polite things that align with their pet opinions. I am in aviation to share experience builders need to know, not say things people want to hear. Below are a selection of stories, some humorous, but all with a point, that give people a better understanding of who I am. From there you can decide if you choose to work with me as your engine mentor.

a) Fixing America is going to cost each of us $1.69

b) Greatest Book on Flying Ever Written, (Is your life worth $16?)

c) In defense of plain speaking……

d) Turtles and Cell Phones, 6/24/13.

e) A thought on Easter….

f) Happy Father’s Day William E. Wynne Sr.

g) Effective Risk Management – 2,903 words

.

—————————————————————————————.

9) Notes on trash from Bankrupt LLC’s:

Not all things called a Corvair represent my work or designs. Over the years, our success and willingness to share information has brought out a number of short lived LLC’s that were run by rip off artists, and mentally ill people. Particularly, there have been four businesses that made poor copies of our parts or untested garbage. All of these are bankrupt today. Because they were LLC’s they could take peoples money without any liability to repay it. Today, I have just heard that another is coming back with a new name. The story will never end as long as people don’t do their home work or believe that they are getting a bargain. You can read about one of these companies at this link: Cloudn’t have happened to a nicer guy……

I warn people all the time not to buy things from these people, or to buy this stuff at the flymart. For examples of things no one should have bought, look at this story: Built by William Wynne? Built according to The Manual?

Let me be absolutely clear, that I will be polite to people, but I will not work on, offer advice on, or help with products made by bankrupt people that I considered vermin. If you have one of the engines from these LLC’s you are out of luck. I will not allow you to join our ‘Zenvair’ group nor will I allow you to attend any of the Colleges. This isn’t out of spite, it is to protect these builders lives. They all want to put a band aid on their bad purchase and make it “good enough to fly.” A band aid isn’t going to do it, an amputation is in order. People who blew $12K on Junk don’t want to hear this, they are still looking for a cheap out that doesn’t exist.  I will not assist them in the delusion that they have found one.

The Zenith Builders and flyers website has a small number of old posts from people who bought trash like this for their projects. If you look closely, these people offered great testimonials, but later abandoned their builds. On the same sites, I have builders like Larry Winger and Rich Whittington sharing that the same people took their money and delivered trash. Some people still don’t do their home work.

Below is a photo of a heavily damaged Zenith 750 with a Corvair in it.  At first glace you might think it was the work of one of our builders, but it is not. The photo was sent to me by the insurance agent who wanted to know who much it would cost to repair. I told him I wouldn’t touch it for any price.

The problem with the plane is that the owner bought from the wrong people, and later wanted a ‘band aid’ fix, and tried to alter his engine to look more like the ones we teach people to build. Looks don’t count, function does. This plane had a rear starter that deleted the harmonic balancer. This required a goofy motor mount to clar the ring gear in the back. After the builder had a number of failures with the original starter, the builder bought another crank from another LLC in Georgia and tried to set up the plane with front starter parts bought second hand. On one of the first flights after the band aid was applied, the entire prop hub assembly and the prop came off the plane in flight and it crashed. The reason for this was probably something as simple as having the wrong flange on the replacement crank. The owner didn’t tell the insurance company that he had applied the band aid, but they found out anyway, and when they did they started talking about voiding the coverage. All of this could have been avoided by doing some homework before the original purchase, or just starting over when he realized his mistake. This is why I don’t help people put band aids on things that need to be amputated.

Just one thing to look at: The two down tubes in the mount that support the cabin structure. Note that they are actually broken. Look closely and see that they had a direction change and a butt weld right in the middle of the tube to clear the original rear starter set up. That is pure trash put out by people with no education and purchased by people looking for a bargain.  I am not here to serve such people. I believe that people have a human right to end their lives, but this doesn’t require me to assist them in doing so.

………………..

Zenith 601/650 – Corvair reference page

Builders,

Here is a single location page that has a great number of links to information specific to the Zenith 601/650 / William Wynne-Corvair Combination.  It is a particularly good match, we have a number of different ways to approach it that serve the needs of many different builders, and it is a success story that builds on our 10 year history of working with Zenith builders, starting with our own personal 601XL in 2003. Since then we have assisted more than 80 builders to complete and fly their Corvair powered Zeniths.

If you already are working on your Corvair, this page will have information you have seen already on our websites, but I have included it so that this page can function as a ‘stand alone’ guide for 601/650 builders who have just heard about our work with the Corvair. Our approach to serving builders is different than typical businesses geared only to sell things to consumers. Our goal is to assist you on your path to becoming a more skilled aviator. The products we sell support this, but simply getting you to buy things is not what I am in aviation to accomplish. If you would like to start with a simple three page spec sheet on the engine, read this link first: Basic Corvair information

This page is broken into the following sections:

.

1) Introduction

2) Engine and build options

3) installation components

4) Support for builders

5) Flying 601/650s

6) Builders in process

7) 601/650 flight data and safety notes

8) who is WW?

9) Comments on dangerous trash.

.

At the end of each section there are links to supporting stories that have expanded information on concepts discussed in the section. Take your time and study it carefully.

I will be glad to answer further questions just email WilliamTCA@aol.com or call 904-529-0006. You can also check our two websites, http://flycorvair.net/ , http://flycorvair.com/ . The first is our ‘newspaper’ the second is our ‘library’ and ‘store.’ The links below are stories that already appear on these two sites, they are just arranged here to support this introduction to Corvair power for 601/650 builders.

Above, Phil’s Maxson’s 601XL airborne over the Florida coast at Ponce Inlet, 2006. Phil finished the plane in our Edgewater hangar and has been flying the plane ever since. It has proven to be economical and reliable over the long run. Phil is a skilled manager from the Fortune 500 world of business and could have purchased any engine on the market, yet he selected the Corvair as the best match to his personal goals of Learn Build and Fly.-ww

.

1) Introduction:

The Corvair has been flying since 1960, and I have been working with them as flight engines since 1989. It is a story of careful development and testing, a slow evolution to the engines we have today. It is ‘old and proven’ rather than ‘new and exciting.’  If that approach appeals to you, read on. There is a lot of material here, and it isn’t something you are going to absorb in one quick scan. Frankly, your engine selection deserves careful consideration, and it isn’t the kind of decision you should make based on a 4 page sales brochure.

Corvairs have proven themselves to serve a very broad variety of builders. Many alternative engine options for the Zenith are offered only as a “buy it in a box” import, more of an appliance than a machine, with little or no consideration of the builders, skills goals, needs, budget or time line. The Corvair has options to address these valid considerations, because your power plant should conform to you, not the other way around.

This said, Corvairs are not for everyone.  In the 25 years I have been in the EAA and working with builders, the Corvair has always been very popular with ‘traditional homebuilders’, the people who have come to experimental aviation to discover how much they can learn, understand and master.  The expansion of the EAA has brought more of these builders, but it has also brought a great number of people incapable of distinguishing between mastery of an aircraft or an engine and just merely being its buyer and owner.  People who’s consumer mentality and short attention spans are better suited to toy ownership than mastery of skills and tools in aviation. Corvairs, and perhaps experimental aviation, are a poor match for such people. Many salesmen in our field will gladly sell anything to anyone with green money. I am an aviator, not a salesman, and the gravity of the subject requires more frank discussion and ethics than many salesmen bring to the table.

If you came to experimental aviation to find out how much you can master, not how little, then you are among the aviators who follow Lindbergh’s timeless 1927 quote: “Science, freedom, beauty, adventure: what more could you ask of life? Aviation combined all the elements I loved.”  Even if you are brand new to aviation, I am glad to work with you. I have a long history of working with builders of all skill levels. We have a number of successful builders out flying their Zeniths who are the masters of both their airframes and engines, who had never changed the oil in a car before building their plane.  If you got into experimental aviation just to buy stuff, then any salesman will do just fine for you. If you got into experimental aviation to learn, develop your own skills and craftsmanship and make things with your own hands, then who you work with really matters. You can’t become and old school homebuilder / motor head by buying things from salesmen. They have nothing to teach you. What you will do in experimental aviation is not limited by what you already know. It is only limited by what you are willing to learn, and selecting experienced people to learn from.  If you are here to learn, I am here to teach. It is that simple.

.

—————————————————————————-

a) – Complete Lindbergh quote is here: The Quote, 1927, C.A.L.

b) – Explanation of machines vs appliances : Machines vs Appliances Part #2

c) – Story of real engines vs ‘ideal’ ones: Unicorns vs Ponies.

d) – An example of our ling standing working relationship with Zenith: Friday out of shop until 4pm.

e) – A direct explanation of what makes my work different than typical LLC’s : 2011 Outlook & Philosophy

f) – A moving statement of philosophy: Sterling Hayden – Philosophy

.

Above, the 3,000 cc Corvair, configured for a Zenith 601/650. An inherently simple engine, It’s opposed six configuration makes it the smoothest of available power plants. It has outstanding cooling because GM put a tremendous amount of cooling fins on it and  gave it a factory CHT redline of 575F. All of our engine parts are made in the United States.

.

2) Engine and build options:

.

If you are new to Corvairs, lets quickly cover some ground: General  Motors made 1.8 million Corvairs. brand new parts, including billet cranks, forged pistons, valves bearings,  virtually every single part inside is currently made and readily available, and will remain so. Rebuildable Corvair engines are plentiful, and much easier to find that Lycomings or Continentals. We have been working with Corvairs for 25 years, and there is no shortage of core engines or parts. If you doubt this for a second, Google “Corvair engine parts.”

The Corvair makes an outstanding aircraft engine because it is a simple, compact, direct drive, horizontally opposed six cylinder, air cooled engine. It is robust, and ‘flat rated ‘ from it’s automotive output. The engine runs equally well on automotive fuel and 100LL, and it does not care about ethanol. In its 53 year flight history, more than 500 experimental aircraft have flown on Corvair power.

The engine can be built in three dispacements with three respective power outputs. They are 2,700cc / 100HP, 2,850cc / 110HP and 3,000cc / 120HP. The two smaller displacements weigh 230 pounds, the larger actually weighs 8 pounds less because it uses lighter cylinders. All engines are completely rebuilt from very high quality parts before flight. They are not just removed from cars. The parts we use are specifically selected to convert the engine for the rigors of flight use. Forged pistons, Inconel valves, chrome rings, ARP rod bolts and many other components are upgraded in the rebuild.

To absorb the propeller and flight loads a “5th bearing” is added. It is a billet housing with a very large bearing from a V-8, bolted on the end of the case.The ignition is redundant and utilizes two 40,000 volt systems, one driven by digital electronics the size of a match book, the other by a traditional set of points. The engine is direct drive, it has no complex reduction unit. It makes good thrust because it has more than twice the cubic inches of a Rotax 912. All of the systems on the engine are intentionally patterned after those on Lycomings and Continentals, because they are the  model of success in proven aircraft power plants. People who do not acknowledge certified engines as excellent models of success are often just zealots.  To succeed in experimental aviation you need dispassionate information not emotional opinion.

One of the unique features of the Corvair is that it can be built at home, from our information and parts and a locally acquired rebuildable engine, or it can be purchased from us, test run with logs. 90% of current builders are building their own engine at home. Only 10% of the builders opt to have us build their engine. We have happy to serve both builders. In either case, Corvairs are the best match for builders who want to understand and be the master of their engine.

Because of the plans built vs production engine nature of the Corvair, there are large variations in how much builders budgets run. Below is a quick look at the differences. Keep in mind, these budgets are for first class, completely overhauled, zero timed engines with 5th bearings, starting, ignition and charging systems. We have clever builders who have built and flown engines for less than $3,000, but this not representative of main line builders. The numbers below are much better for Zenith builders to budget on.

.

2,700cc / 100HP typical homebuilders budget: $6,500- Same engine assembled and run from us $9,750

2,850cc / 110HP typical homebuilders budget: $7,500- Same engine assembled and run from us $10,750

3,000cc / 120HP typical homebuilders budget: $8,500- Same engine assembled and run from us $11,750

.

If you are attracted to the concept of building your own engine, but have not built motors before, Good.  About half of our builders have never built any kind of an engine before. Our main work is teaching people what we know and providing the parts to work with. Our system does not require anyone to be a machinist nor to have previous engine experience.

The procedure of building an engine in your shop follows this format:

1) Get a conversion manual and DVD’s from us, use them to find a rebuild able core engine locally. Disassemble this engine following the steps in the DVD.

2) Send the crank and heads to our approved facilities for rebuilding and modification. They come back ready to ‘bolt on.’ Other parts of the engine are cleaned and inspected. The parts to convert the engine are ordered from us, many of the standard rebuild parts like lifters and gaskets are available from local auto parts stores. We do not ‘middle man’ anything you can directly buy.

3) Assemble these parts according to the manual and DVDs. There is no machine work required, only basic tools are needed, and a few specialty tools like a torque wrench. Many builders attend our free Corvair Colleges and directly learn hands on skills. You can even bring your parts and assemble them under our supervision, and test run your engine on our equipment. College attendance is a plus, but not required. Our methods work without direct training; a good number of engines are built and flown each year by builders who have never met me in person.

4) The test run serves several purposes. We teach people to build one of  three specific models, and we teach them to use specific parts. Not only are these proven, but it also allows me to verify from a remote location that the engine was assembled correctly. A builder can report his static rpm, CHT, oil temp during the test run with his Warp Drive prop at the specified setting, and I can confirm the output and assembly of the engine without seeing it personally.

If you would like a sample of the information on working your way through the above four steps, get a look at this: Getting Started in 2013, part #1, Crankshaft process options.

I have broken down building a Corvair and installing it on your airframe into 42 “groups”. The previous link is about  ‘Group 1000’ the crankshaft. If you would like to look at every part that goes into a Corvair, along with the conversion parts we sell, look at Groups 1000 -3300 at this link to our catalog: http://www.flycorvair.com/products.html

All builders get started with a conversion manual. The first part of the above link is about manuals and DVD’s.  The direct link to the manual is: http://www.flycorvair.com/manual.html. almost all builders looking for a rebuild able engine also order the Disassembly  DVD, which covers core engine selection visually. The direct link to it is: http://www.flycorvair.com/videov.html We encourage everyone to get started with information, even if you are pretty sure you would like to purchase a production engine from us. If you eventually buy an engine from us, we directly reduce the price to rebate all the money you spent on manuals and DVD’s.

.

———————————————–

a) – Corvair Weight story: Corvair vs O-200…. weight comparison

b) –  Samples of our production engines:  2012 Corvair Engines For Sale: 100, 110 and 120 HP

c) – For an explanation of ‘flat rating’ and a Zenith engine build : Shop perspective: Mastery or ?

d) – A story about engines running on our hangar Dyno: http://www.flycorvair.com/thrust.html

e) Engine of builder now working on Zenith airframe: World’s Strongest 3,000cc Corvair, built by Greg Crouchley

f)  2.700cc engine we built for Becky Shipman’s 650: Shipman Engine at CC#22

g) A story about the evolution on 120HP Corvairs: 3,000 vs 3,100 cc Corvair engines.

.

Above, a 2009 photo from our workshop. I kneel in the workshop next to motor mount Number 100. This sounds like a lot, but I made the first one in 2003 for our own 601 XL.  Most experimental aircraft companies, both large and small, fail because for two simple reasons; First, the ownership cannot physically make the product the sell, and second, their financial backers are unwilling to go several years before seeing the payoff.  We succeeded because I am a craftsman first, and can make all the parts in the catalog, and we have never had, and would not accept having any partners nor investors. The Blue fixture is the one we use for the 601/650.

.

3) Installation Components for the 601/650:

.

We provide every single part it takes to install a Corvair in your 601/650.  You can buy them one at a time, or all at once. Our Zenith 601/650 installation, which has been successfully flying for a decade, is a long proven system that has only seen a few very minor detail evolutions. Our Zenith installation manual detail how and why each of the installation components are installed on your airframe.

The installation does not require any modification to the airframe fuel system like most EFI engines do.  Being air cooled and carbureted, it is one of the easiest engines to install. Many companies that are good at selling things are poor at teaching things, like how to install their products. Teaching is the very cornerstone of my work, I am a skilled writer, we run Corvair Colleges, and we have a simple engine. All this adds up to a comparitively easy engine to install. There is no need to rush it, but I can do it working in one long day.

 Installation part numbers are Groups 3400 through 4300 in the second half of our numbering system. Get a look at this link: http://www.flycorvair.com/products.html From that list, you can see that the major installation parts for a 601/650 are: #3601(S) intake manifold, #3901(A) Stainless exhaust, #4002 spinner bulkhead, #4003 Warp Drive prop, #4101 baffle kit, #4102 nose bowl, #4103 cowl kit and a #4201(A) mount. The other smaller items listed are detail in our Zenith installation manual. All of the above parts have links to stories through the products page.

Many people new to building initially think that very economical engines like the Corvair must also be inexpensive to install. In reality, the cost of items like motor mounts and cowls are not affected by the cost of the engine they mount and house.  A mount for a $30K UL-350 and a $7K Corvair have about the same amount to tubing and welding time in them, and thus cost about the same. Most engines for Zeniths have installation kits that run from $4,000 to $6,000. The Corvair is near the bottom of this range, but the savings of using the Corvair is in the engine, not the cost of installing it. Builders can save a significant amount of money by fabricating many of the parts like #4103, but most people are near the finish line at that point and opt to buy it and save the time. Exact cost on the installation parts varies a bit, I will be glad to review it with builders after they study the installation manual.

—————————————–

a) – For an example of 74 years of aircraft welding talent: Zenith 601/650 Motor mounts, P/N 4201(A)

b) – To learn about the Stainless exhausts we make: Stainless Steel Exhaust Systems

c) – Louis Kantor’s 601XL running for the first time in our front yard:

http://www.youtube.com/watch?v=626uwVbc0gM

d) – The same aircraft on its first take off, from our airport. July 2009.

http://www.youtube.com/watch?v=SSadGnsvmFc

.

Above, 2004 at Oshkosh: Next to our personal Zenith N-1777W, I explain our dual ignition arrangement two executives from Falcon insurance, The EAA’s provider. To offer real support, an alternative engine provider must be an effective advocate for his builders on many fronts, including meeting the requirements of underwriters. Just being an engine guru is not nearly enough. Corvair engines that follow our design,  including to ones assembled by builders, are fully insurable at the lowest rates, right from the first flight, because they have an outstanding safety record. Having good effective hands on support is a critical element in this outstanding record.

.

4) Support for Builders:

.

Beyond the basic engine and installation components, we offer many forms of support to Zenith builders:

.

a) We have a very detailed Installation manual for all Zeniths: http://www.flycorvair.com/601im.html We also have a flight operations manual with specific test flight plans and procedures: http://www.flycorvair.com/ops09.html

.

 b) we hold 4 free hands on technical seminars called “Corvair Colleges” every year. This includes an annual College held in Mexico MO at the Zenith Factory timed to coincide with the factory open house in September. For an introduction to Colleges, read this link: http://www.flycorvair.com/cc21.html  An overview of upcoming colleges is at this link:  Upcoming events, Airshows and Colleges #26-28. If you would like to see video of a College, here is a link to Corvair College #17 http://www.youtube.com/watch?v=wfa85e3ibI4&playnext=1&list=PL1D40A102EC2A194D&feature=results_video

.

c) The “Zenvair” group is a separate on-line peer-to-peer discussion group just for Corvair/Zenith flyers to directly and freely share information and data with each other in a civilized productive format. The link is : ‘Zenvair’ Information board formed  This is very effectively moderated by Zenith/Corvair builder and flyer Phil Maxson who’s 601 is pictured at the top of this page.

.

d) Woody Harris, subject of this story:  Zenith 601XL-2,850cc, Woody Harris Is our west coast representative. Although we have held 5 Corvair Colleges in California, including 2 at Zeniths west coast facility Quality sport planes,  we only make one trip to the west per year. Woody covers all the shows and events from Arlington to Copper State when we can’t be there.

.

e) I am the last guy in aviation who still makes free house calls. Over the years I have made more than 400 in person visits builders projects. I travel extensively, and go out of my way to include builders workshops on these trips.  These stops and the colleges allow me to really understand the needs, strengths and dreams of rank and file builders that no one can read in email or at an airshow. for a sample, read this story: Corvair House Call, Range: 335 miles.

.

f)  By my continued advocacy and industry relations, Corvairs have full insurance, at the lowest rates, available from a number of sources. If you would like to find out more Contact Bob Mackey, VP of Falcon insurance, The EAA’s designated provider, seen on the left in the photo above.

.

g) Over the years, we have built a very tight knit community of like minded builders. If you read this story about fools at our county airport: A visit to the insane asylum, and it sounds like your airport, and if your local EAA chapter is devoid of homebuilders and filled with negative people, you will find the Corvair movement to be a powerful antidote. Many Corvair builders catch several colleges a year, there they find positive, outgoing, energetic builders, effectively making the Colleges their “local EAA chapter” We have worked very hard to attract outstanding people interested in accomplishing their goals. I  go out of my way to encourage new builders but I am intolerant of people who are compulsively negative. I am willing to be a cheerleader, but not a therapist.

.

——————————————

Above is Rich Whittington’s fabulous looking 601 HDS at Corvair College #21. Our Conversion Parts work with all models of the 601 and  the 650. One of the things I respect about Rich is his outspoken honesty. He started out with a criminally poor 2,700 made by a rip off artist in GA. To prevent other builders from making a similar mistake, he wrote a number of comments on this on Zenith Builders and flyers page. His second engine was a standard installation matched with a 3,000cc engine his is very pleased with.

.

5) Examples of flying Corvair Powered Zenith 601s and 650s:

.

In 2011, I wrote up a quick list of flying Zeniths, Since then a number have been added, but this list is a good beginning point, it has date of first flight and the N-number of these aircraft. Click on this link:  List of Corvair Powered Zeniths

If you would like to get a look at pictures and short notes on a number of 601/650’s, click on this story link:

16 Flying Corvair powered Zenith 601/ 650s

Below are a number of stories about flying planes.  We get a steady flow of new flyers Like Jerry Baak and Pat Hoyt, whos names are not on the first list:

 A really nice 2700cc tail wheel XL:  New Zenith 601 XL(B), Conventional Gear, Jerry Baak, S.C.

Good looking 2,700cc plane in FL, story is about a house call: Flying 2700 cc Zenith 601 XL(B), Alan Uhr

Very nice looking 650, links to movies of plane: Zenith 650-2700cc Dave Gardea

Our west Coast rep, Woody’s plane: Zenith 601XL-2,850cc, Woody Harris also read the story: Woody’s 2,850cc Corvair/601XL hits 400 hours.

A plane seen at Brodhead, Oshkosh and the Zenith open house in 2013: Patrick Hoyt, new Zenith 601XL, now flying, N-63PZ

Story from the moderator of our “Zenvair” discussion group: Guest writer: Phil Maxson, flying a 3100cc Corvair in his 601XL

Story on a long time member of the Corvair Community: 601XL-2700cc Dr. Gary Ray

Story on a 500 hour 601 Tail Wheel aircraft: Zenith 601XL-3100cc Dr. Andy Elliott

———————————————–

Above, Making a house call in California to Larry Winger’s. His engine ran at Corvair College #18. Larry’s aircraft is a magnificent 650, built from plans, not a kit. The aircraft has since been completed and has been moved to the Chino airport. Larry exemplifies many of the finest qualities in homebuilding. When he started the project, he had never built an engine, a plane and was not yet a pilot. He has since accomplished all three.

.

6) Examples of Builders working on this Combination:

.

Many experimental aircraft companies like to tout how many of their product has sold as a measure of  success. Sales numbers on only a measure of their success, not that of builders. The only number that counts are how many builders that make it all the way to flying and enjoying their creation. It is a fact of marketing that it is far easier to keep finding new buyers to spend money than it is to support the ones that already spent the money, all the way through flight.  This is why many aircraft LLC’s have planned lifespans of only 48 months, so they make all the sales and fold up the tent before they have to do the real work of supporting builders.

We are very different. I have been supporting Zenith builders for a decade, but I have been working with Corvair builders since 1989. I am in this for the long haul, and my measure of success is getting people flying. We have many people working on Corvair powered 601s and 650s. In the first 10 years, we build and sold about 160 motor mounts for the combination. I didn’t make them just to have something to sell, I made them so that each builder would have a good shot at completing and flying his plane. I will be here long enough to support each of those builders in completing their plane. If you select a Corvair engine, I will be your ally in completing your plane, just as I have been for many others before you.

If your goal is to merely buy something, you need only find a salesman with an engine to sell. If your goal is to learn about, understand, build and fly your plane, you need an instructor-guide-mentor, an aviator not a salesman. Think it over: If your goal was to climb mount Everest, there would be plenty of people you could buy equipment from, but that isn’t the same thing as finding a Sherpa who has been to the top to act as your instructor and guide.  A big part of why experimental aircraft have a 20% completion rate is that most people purchasing a kit or an engine have not spent 3 minutes learning how to differentiate between a salesman and a guide.

Below are a sample of our builders, each of whom I am going to see all the way through their aircraft finished and flying:

.

Nice guy who has been to many Corvair Colleges: Jim Waters 601XL-B project, “In The Arena,” Memorial Day 2013.

Our oldest builder in action :Dick Otto in California, S.R.B. (Senior Ranking Builder)

A letter from the same builder: Mail Sack – Letter of the month – Dick Otto, 601XL Calif.

A 2,700cc break in run on a 90% complete airframe: Weekend Double Header, 2nd engine of the year, Rick Koch

———————————————-

.

7) Operational Data for this combination:

If you would like to read a story about detailed flight data collection on a 2,850cc 750, check out this link: CHT part #5, flight data from Zenith 750 . It is an example of the type of information exchanged on our ‘Zenvair’ group.  If you are attracted to a builders group that is made of intelligent thinking people, you will fit right in with Corvair builders.

If you would like a single example to effectively demonstrate that I am an aviator not a salesman, it is the type of data that I discuss with builders. No salesmen will acknowledge accidents nor difficulties that involved their products, even circumstantially.

Conversely, I am here to teach people what they need to know. I have a long history of writing about subjects that salesmen wouldn’t touch with a 10 foot pole. I write about accidents and friends I have lost, honest mistakes people made and things you can learn from them.  Just about everything know in aviation cost someone dearly to learn. If you are unwilling to talk about these things in plain language, people are doomed to repeat them.

.

Risk Management, Judgement Error, money in the wrong place. is the story of our only fatal accident in a Corvair powered Zenith. (There is another below, but it was a different company) The NTSB pointed to an incorrectly assembled carb, but read the story and decide if judgment isn’t the root cause.

“If only someone had told him……” is a story about people who don’t listen. Guy A and Guy B were both Zenith 601 builders. Guy B was the passenger in the First 650 accident (AMD airframe- O-200 engine, ruled pilot error). Guy A was a well known and liked Zenith builder and flyer, who quit aviation after this incident.

Risk Management, Factor #1, Judgement. Covers how developing and exercising judgment is paramount to managing your own personal risk.

Risk Management, Experience vs Judgement. Ken Terry was a friend of mine and a huge influence on Grace’s flying, and her development as a pilot. The story is about how experience, even 40,000 hours of it is not a defense compared to exercising good judgment.

587930

Dan Weseman and Dave Dollarhide having a good time at Sun n Fun 2013. They both are in the last story “Friday night” in the link “Three aviation stories”.

.

 Three Aviation Stories  covers my personal perspective on risk, and what level is worth managing, and how aviators come do deal with this. It speaks of meeting Al Haynes at two points in my life, 14 years and a world of experience apart. It also covers how several members of our EAA chapter each looked at loosing two friends.

.

——————————————-

Above, A photo taken at Sun n Fun 2006. My wife Grace Ellen and myself, in front of the first Corvair powered Zenith, our own N-1777W. The plane was the first XL model with conventional gear.  Grace is a skilled pilot in her own right. She has been a pilot longer than I have, holds more advanced ratings and owns two aircraft. As a point of ethics, we do not promote, advocate nor sell things we have not personally flown behind.

.

8) Who is William Wynne?

Modern consumer sales logic dictates that that business should ‘de-personalize’ themselves so consumers find nothing objectionable about the provider while they are spending money.  That model may work elsewhere, and even have advocates experimental aviation, but I don’t buy it.  I contend that Aviation is a different arena, and who you are dealing with, and their ethics, experience and perspective matters.

Building a plane or an engine is a marriage of sorts between the builder and his airframe or engine company. I believe that it is best if everyone goes into it well informed with their eyes wide open. I am always surprised how few people even Google the name of a person they are thinking of working with. You don’t need to see eye to eye with them on every point nor even love them, but the relationship must absolutely have trust and respect operating in both directions. In 25 years I have seen many builders try to justify buying a product from a provider they didn’t really trust. It never works out. It doesn’t matter how good it looks, what it costs or how great it is supposed to work, if it is from a bad guy, it isn’t worth buying.

I could write a quick paragraph about how I am a pilot, a 22 year A&P mechanic, and that I hold both an AS degree in Maintenance and a BS in Professional Aeronautics (accident investigation) From the worlds #1 aeronautical university, Embry-Riddle , but I don’t think that any of that explains my commitment to builders nearly as well as the flying planes of our builders and things we have accomplished. Henry Ford said “A man can not base his reputation on what he says he will do; only what he has done.”

I am plain spoken. to understand why, read the ‘Effective Risk Management’ story below. I have many friends who are experienced aviators who value plain talk. This type of speech also tends to offend people who dabble in aviation and would rather read polite things that align with their pet opinions. I am in aviation to share experience builders need to know, not say things people want to hear. Below are a selection of stories, some humorous, but all with a point, that give people a better understanding of who I am. From there you can decide if you choose to work with me as your engine mentor.

.

a) Fixing America is going to cost each of us $1.69

b) Greatest Book on Flying Ever Written, (Is your life worth $16?)

c) In defense of plain speaking……

d) Turtles and Cell Phones, 6/24/13.

e) A thought on Easter….

f) Happy Father’s Day William E. Wynne Sr.

g) Effective Risk Management – 2,903 words

.

—————————————————————————————.

.

9) Notes on trash from Bankrupt LLC’s:

Not all things called a Corvair represent my work or designs. Over the years, our success and willingness to share information has brought out a number of short lived LLC’s that were run by rip off artists, and mentally ill people. Particularly, there have been four businesses that made poor copies of our parts or untested garbage. All of these are bankrupt today. Because they were LLC’s they could take peoples money without any liability to repay it. Today, I have just heard that another is coming back with a new name. The story will never end as long as people don’t do their home work or believe that they are getting a bargain. You can read about one of these companies at this link: Cloudn’t have happened to a nicer guy……

I warn people all the time not to buy things from these people, or to buy this stuff at the flymart. For examples of things no one should have bought, look at this story: Built by William Wynne? Built according to The Manual?

Let me be absolutely clear, that I will be polite to people, but I will not work on, offer advice on, or help with products made by bankrupt people that I considered vermin. If you have one of the engines from these LLC’s you are out of luck. I will not allow you to join our ‘Zenvair’ group nor will I allow you to attend any of the Colleges. This isn’t out of spite, it is to protect these builders lives. They all want to put a band aid on their bad purchase and make it “good enough to fly.” A band aid isn’t going to do it, an amputation is in order. People who blew $12K on Junk don’t want to hear this, they are still looking for a cheap out that doesn’t exist.  I will not assist them in the delusion that they have found one.

The Zenith Builders and flyers website has a small number of old posts from people who bought trash like this for their projects. If you look closely, these people offered great testimonials, but later abandoned their builds. On the same sites, I have builders like Larry Winger and Rich Whittington sharing that the same people took their money and delivered trash. Some people still don’t do their home work.

Zenith 701- Corvair reference page, November 2013

Builders,

Here is a single location page that has number of links to information specific to the Zenith 701 / William Wynne-Corvair Combination. In brief, we flew the combination in 2007, and it does work. Our test aircraft weighed 677 pounds ready to fly (without fuel) and more importantly, was well within the CG envelope for the plane, and we didn’t have any ballast in the plane to achieve this. If the number sounds slightly high, consider that we publicly weighed it on electronic scales, and I am reasonably sure that 50% of the empty weights listed for 701’s outright fabrications.

Both the 601 and later the 750 installations we do have been very popular, but the 701 has not proven to be. We have about 12 active builders working on the combination, but it isn’t likely to ever be popular like the 601/750. When people hear this they jump to the conclusion that the 701/Corvair combination didn’t work. They do this without thinking that you can see several examples of Corvair powered 750’s on: Zenith 750 / Corvair reference page, October 2013 and they clearly work, so obviously the same engine will fly an aerodynamically similar plane that is 20% smaller and lighter with 30% less wetted area. The 701/Corvair was not the ultimate performance nor the maximum useful load the 701 could achieve, but it worked well, and it works infinitely better than any engine a builder will never afford. If you would like to start with a simple three page spec sheet on the engine, read this link first: Basic Corvair information

.


Our Corvair powered 701 taxis out before its first flight, 2007. Gus Warren at the Controls.

.

The actual reasons why the combination has limited popularity are two fold. First, the 750, it’s newer big brother, is a better plane and product for most builders needs and skills, and it has completely out stripped 701 sales since it’s introduction. Second, 701’s tended to be the project of grass roots- working American builders. The 2008 recession hit these people particularly hard, and they are the last to feel any of the recovery. Many of their projects are dormant while these builders put family first. I encourage all of these men to stick it out. We are here for the long run and will assist them when ever they are ready.

On the mechanical side, one of the cornerstones of our 701 installation is being made of our proven  production parts. The installation uses our regular off the shelf components with only two exceptions, it has it’s own motor mount and its own stainless exhaust system. Even these parts are not totally unique, they are closely related to our other production parts. This commonality allows builders an easer build and installation, and it also means that the track record and flight data from our other flying Zenith installations also benefits 701 builders.

The engine in our 701 test aircraft N-9569S, was a standard 2,700cc production enginebuilt in 2006. We made no attempt to lighten the engine or use special parts, nor did we build a larger displacement engine. We wanted the weight and the performance to represent what a base line builder spending $4,500 to build an engine could expect. Later we installed an Elison Throttle body injector, a Weseman 5th bearing and a larger oil cooler. Even with these developments, a builder could still replicate this engine for $7,400 working from our parts and manual.

While the installation is not “main stream” it is still a viable option, a good match to specific builders. Many new builders get focused on what is popular with most builders. That will work for them also only if they have the same budget, goals and desires as other typical builders. “701 Builders” is a very broad group of individuals, each with their own set of circumstances. If you are one of them, you only need to find the right engine for just one guy in the whole group: You.

.

Above, the 701 on display in the Zenith booth at Sun N Fun 2010. It was the 7th consecutive year we had a Corvair powered plane on display in the Zenith booth at the airshow. We are supporting Zenith builders for the long run.

.

This page has an abbreviated look at our Corvair program. For an over view with a little more depth, get a look at either of our other two Zenith reference pages, as they have sections discussing our support programs and a fuller description of the installation components available:

.

Zenith 750 / Corvair reference page, October 2013

.

Zenith 601/650 – Corvair reference page November 2013

.

I will be glad to answer further questions just email WilliamTCA@aol.com or call 904-529-0006. You can also check our two websites, http://flycorvair.net/ , http://flycorvair.com/ . The first is our ‘newspaper’ the second is our ‘library’ and ‘store.’ The links below are stories that already appear on these two sites, they are just arranged here to support this introduction to Corvair power for 701 builders.

__________________________________________________

The organization of this page follows this outline:

.

1) – Time line of N9569S, our test bed 701 airframe.

2) – Popular Corvair engine options for Builders

3) – 701/Corvair installation components

4) – Photo essay of our development work on the 701, 2006-2010.

5) – Builders working on the combination

6) – Notes on poor products to avoid

_________________________________________________________

.

1) – Time line of N9569S, our test bed 701 airframe.

 .

The story started in 2006 when we bought the kit directly from the factory. We were there to hold “Corvair Day”, and we used the occasion to bring home a complete airframe kit. 30 months before in 2003 we had picked up our own personal 601XL  kit, and we had it flying in early 2004. With the 601 program up and running, we decided to try the 701/Corvair combo. We did this with the support of Sebastien Heintz, the president of Zenith. He had a great number of 701 builders who were not comfortable with the escalating costs of Rotax 912’s and he was encouraging people with proven engines to develop affordable installations that would serve his builders.

Sebastien has a simple standard for alternative engine providers: Before they tell his builders how great their engine is for his families airframe designs, they should buy their own, and finish and test it. Sounds simple enough, but 80% of the companies selling engine installations have never owned nor tested the combinations they sell. Some of them have never owned any kind of a test bed aircraft, nor flight tested anything. You would think that no one would buy such products, but people do all the time. Our 701 was the second kit we bought from the factory, and we had a very through in house test program planned.

Picking the kit up in 2006- From right above, Nick and Sebastien Heintz, and Caleb .

.

In that era we operated with a crew we called “The Hangar Gang.” As a team we had hammered out a string of Corvair R&D projects: My Pietenpol, The Skycoupe, Our 601XL, and the Wagabond, in addition to assisting in completing a number of friend’s Corvair powered planes like Gordon Alexander’s Pegzair and Phil Maxson’s 601XL. I felt pretty sure that we would knock out the 701 in short order,  so that is where we started in the spring of 2006.

 Above, The “Hangar Gang”, with our 601XL, built in 90 days including developing the FWF Corvair installation. The was the first tail wheel XL and the first with dual sticks. The plane was built as an after hours project by 3 or us. L-R, Grace Ellen, myself, Kevin , Whobiscat, Upson, Gus Warren, and Dave the Bear.

.

Simply put, the 701 came at the wrong time. It took 17 months to finish the plane, an eternity by our standards. We had a lot going on outside the hangar; Four of us got married, 2 bought a house, one had heart surgery, and one got a corporate job. Near the plane being completed, we sold it to a super-wealthy aviation investor who owned a lot of turbine helicopters, but suddenly found himself in need of an LSA plane. The FAA set a Jan, 10th 2008 deadline as the last day you could legally register a professionally built E-SLSA plane, so the arrangement was on the up and up. However it was a poor match because the owner, whom I had known for a number of years, turned out to be the wrong guy to own any plane with the word “experimental” on the registration.

E-LSA was a stupid category for a number of reasons, one of them being it only had a 5 hour test period, not 40. We agreed to do all the flight testing, and Gus Warren did all the first flights. Things went relatively smoothly, but owner had a very different idea of what constituted ‘tested’. We had only one single serious issue where the owner did not set the timing with a light, Gus later did a flight and made a precautionary landing because the engine had way too much advance. Learn a lesson here: all planes need to have only one person in command, and that goes for on the ground also. Neither maintenance nor flight is correctly done by committee.

Over time we worked all the development we needed, and fully turned the plane over to the owner. He had sporadic interest in it. We borrowed the plane back in 2010 and updated it with a big clean up, installed a 5th bearing and took it to Sun N Fun, where we displayed it in the Zenith booth all week. We returned it to the owner, who made some changes I thought were foolish. To my relief, in  2011 the owner said he wanted to sell the FWF. in a week or two we found a 601 builder to buy it. He actually paid the same amount of money I had charged the Zenith owner in 2007. Five years after we picked up the kit at the factory, this closed the R&D part of the 701/Corvair story.

I share this in plain language for several reasons. I want every builder considering the combination to have the full picture, not an industry-typical 4 page brochure with bumper sticker length slogans instead of facts. I also want new builders to understand that even professionals like me make wrong turns and have issues to deal with. If the road to building your own plane has not been perfectly smooth, welcome to the club. Only a person who has never built a plane, or has reason to BS you would claim they never had a detour in plans or an aggravating day. Homebuilding is all about learning, and then putting that understanding into action and material. The people that taught me my skills and what it means to be an aviator were honest and plain spoken, and had little time or tolerance for ‘nice’ and ‘polite.’

After I had been in aviation for 20 years, I made a strong attempt in letter and deed, to thank them individually for what they had shared. For many of them, my expressions of gratitude arrived too late, they had passed. I would never again have a chance to look them in the eye, shake their hand and thank them. I was left with just the hope that emulating their honest and plain spoken ways would respect these men a failed to sincerely thank in person.

.

The 701 testbed in the Zenith booth at Sun ‘N Fun 2010. This was the last public display of the aircraft. But this time the great interest of Zenith builders had shifted to the 750, and we already had customer-built, Corvair powered 750s being finished.  The project had provided a lot of good data, but it came at a large cost in both dollars and man hours that we knew by 2010 were not going to result in broad sales. This said, the testing, data and combination are all still valid, and can be of use to the right builder.

____________________________________________.

Above, the 2,700 cc Corvair, in our original configuration on the Zenith 701. An inherently simple engine, It’s opposed six configuration makes it the smoothest of available power plants. It has outstanding cooling because GM put a tremendous amount of cooling fins on it and  gave it a factory CHT redline of 575F. All of our engine parts are made in the United States.

.

2) – Popular Corvair engine options for Builders

.

If you are new to Corvairs, lets quickly cover some ground: General  Motors made 1.8 million Corvairs. brand new parts, including billet cranks, forged pistons, valves bearings,  virtually every single part inside is currently made and readily available, and will remain so. Rebuildable Corvair engines are plentiful, and much easier to find that Lycomings or Continentals. We have been working with Corvairs for 25 years, and there is no shortage of core engines or parts. If you doubt this for a second, Google “Corvair engine parts.”

The Corvair makes an outstanding aircraft engine because it is a simple, compact, direct drive, horizontally opposed six cylinder, air cooled engine. It is robust, and ‘flat rated ‘ from it’s automotive output. The engine runs equally well on automotive fuel and 100LL, and it does not care about ethanol. In its 53 year flight history, more than 500 experimental aircraft have flown on Corvair power.

The engine can be built in three dispacements with three respective power outputs. They are 2,700cc / 100HP, 2,850cc / 110HP and 3,000cc / 120HP. The two smaller displacements weigh 230 pounds, the larger actually weighs 8 pounds less because it uses lighter cylinders. All engines are completely rebuilt from very high quality parts before flight. They are not just removed from cars. The parts we use are specifically selected to convert the engine for the rigors of flight use. Forged pistons, Inconel valves, chrome rings, ARP rod bolts and many other components are upgraded in the rebuild.

To absorb the propeller and flight loads a “5th bearing” is added. It is a billet housing with a very large bearing from a V-8, bolted on the end of the case.The ignition is redundant and utilizes two 40,000 volt systems, one driven by digital electronics the size of a match book, the other by a traditional set of points. The engine is direct drive, it has no complex reduction unit. It makes good thrust because it has more than twice the cubic inches of a Rotax 912. All of the systems on the engine are intentionally patterned after those on Lycomings and Continentals, because they are the  model of success in proven aircraft power plants. People who do not acknowledge certified engines as excellent models of success are often just zealots.  To succeed in experimental aviation you need dispassionate information not emotional opinion.

One of the unique features of the Corvair is that it can be built at home, from our information and parts and a locally acquired rebuildable engine, or it can be purchased from us, test run with logs. 90% of current builders are building their own engine at home. Only 10% of the builders opt to have us build their engine. We have happy to serve both builders. In either case, Corvairs are the best match for builders who want to understand and be the master of their engine.

Because of the plans built vs production engine nature of the Corvair, there are large variations in how much builders budgets run. Below is a quick look at the differences. Keep in mind, these budgets are for first class, completely overhauled, zero timed engines with 5th bearings, starting, ignition and charging systems. We have clever builders who have built and flown engines for less than $3,000, but this not representative of main line builders. The numbers below are much better for Zenith builders to budget on.

.

2,700cc / 100HP typical homebuilders budget: $6,500- Same engine assembled and run from us $9,750

2,850cc / 110HP typical homebuilders budget: $7,500- Same engine assembled and run from us $10,750

3,000cc / 120HP typical homebuilders budget: $8,500- Same engine assembled and run from us $11,750

.

If you are attracted to the concept of building your own engine, but have not built motors before, Good.  About half of our builders have never built any kind of an engine before. Our main work is teaching people what we know and providing the parts to work with. Our system does not require anyone to be a machinist nor to have previous engine experience.

The procedure of building an engine in your shop follows this format:

1) Get a conversion manual and DVD’s from us, use them to find a rebuild able core engine locally. Disassemble this engine following the steps in the DVD.

2) Send the crank and heads to our approved facilities for rebuilding and modification. They come back ready to ‘bolt on.’ Other parts of the engine are cleaned and inspected. The parts to convert the engine are ordered from us, many of the standard rebuild parts like lifters and gaskets are available from local auto parts stores. We do not ‘middle man’ anything you can directly buy.

3) Assemble these parts according to the manual and DVDs. There is no machine work required, only basic tools are needed, and a few specialty tools like a torque wrench. Many builders attend our free Corvair Colleges and directly learn hands on skills. You can even bring your parts and assemble them under our supervision, and test run your engine on our equipment. College attendance is a plus, but not required. Our methods work without direct training; a good number of engines are built and flown each year by builders who have never met me in person.

4) The test run serves several purposes. We teach people to build one of  three specific models, and we teach them to use specific parts. Not only are these proven, but it also allows me to verify from a remote location that the engine was assembled correctly. A builder can report his static rpm, CHT, oil temp during the test run with his Warp Drive prop at the specified setting, and I can confirm the output and assembly of the engine without seeing it personally.

If you would like a sample of the information on working your way through the above four steps, get a look at this: Getting Started in 2013, part #1, Crankshaft process options.

I have broken down building a Corvair and installing it on your airframe into 42 “groups”. The previous link is about  ‘Group 1000’ the crankshaft. If you would like to look at every part that goes into a Corvair, along with the conversion parts we sell, look at Groups 1000 -3300 at this link to our catalog: http://www.flycorvair.com/products.html

All builders get started with a conversion manual. The first part of the above link is about manuals and DVD’s.  The direct link to the manual is: http://www.flycorvair.com/manual.html. almost all builders looking for a rebuild able engine also order the Disassembly  DVD, which covers core engine selection visually. The direct link to it is: http://www.flycorvair.com/videov.html We encourage everyone to get started with information, even if you are pretty sure you would like to purchase a production engine from us. If you eventually buy an engine from us, we directly reduce the price to rebate all the money you spent on manuals and DVD’s.

.

———————————————–

Links to related stories:

a) – Corvair Weight story: Corvair vs O-200…. weight comparison

b) –  Samples of our production engines:  2012 Corvair Engines For Sale: 100, 110 and 120 HP

c) – For an explanation of ‘flat rating’ and a Zenith engine build : Shop perspective: Mastery or ?

d) – A story about engines running on our hangar Dyno: http://www.flycorvair.com/thrust.html

e) Engine of builder now working on Zenith airframe: World’s Strongest 3,000cc Corvair, built by Greg Crouchley

f)  2.700cc engine we built for Becky Shipman’s 650: Shipman Engine at CC#22

g) A story about the evolution on 120HP Corvairs: 3,000 vs 3,100 cc Corvair engines.

_____________________________________________________________

In the photo above, the 701 mount appears slightly distorted by the camera angle; it actually has no down thrust in it.

.

3) – 701/Corvair installation components

.

The two parts that are unique to the 701 installation are the mount and the exhaust system. Other than this, the parts are common to our Zenith 750 installation.  We are glad to make the mount and the exhaust on a special order basis. The pricing on these items are the same as the equivalent 750 parts. For all of the other parts, refer to our “Zenith 750 reference page” or our regular catalog of parts.

_____________________________________________________________

.

4) – Photo essay of our development work on the 701, 2006-2010.

.

Below are a sequential chain of photos, mostly taken in our Edgewater Florida hanger that was our base from 2003-2007. All of these photos and their captions are on Flycorvair,com, our traditional website. They were in the “Hangar Update” monthly news section. I have put the original captions in Blue, and clarifying comments from today are in black.

.

.

Where we started: “The 701’s firewall rigidly mounted at a 17 degree angle on the build up stand, above. This is the beginning of developing the 701 firewall forward package.”

.

.

“In the above photo, Scott Thatcher’s 601 engine does jig duty in the construction of our CH701 motor mount. Like all other mounts, it began as a standard Tray. Long and careful study of the installation, and our experience with installing engines in airframes played into adjustments in the location as small as 3/16″. An engine hoist suspends most of the weight of the engine, and a scissor jack stabilizes the engine over the heavy duty shop table. The alignment was checked many times before the tubes were tacked in place. The mount and engine were then removed from the stand. The mount was finish welded on the bench with a Tig welder, using great care to minimize warpage. It was then reinstalled on the stand, and normalized with a gas torch. After cooling, I made a jig off the mount to capture its dimensions.

These are but a few of the steps in the long-term development of an engine installation that can be replicated by other homebuilders. Any one-off installation is comparatively easy. A good example is the Skycoupe. When working on its installation, I knew that there would probably never be another one. Thus, no jigs or tools were made, nor consideration given to the multitude of factors that would make the path easier for others who would follow the installation. It only had to serve well on one plane. Conversely, the Corvair/701 installation may prove to be popular. Our experience pays off here and will later allow rapid development of a highly refined installation pending positive flight testing.”

.

.

In 2006, Grace and I bought our house on an airstrip 90 miles north of Edgewater. I commuted back to the old hangar for 14 months to finish projects there and because I gave my word to our friend who I leased the hangar from that I would do 4 full years there. The hangar was $2,200 a month and it was a long drive, but I was determined to live up to it. ” Above is a photo of the actual 701 flight engine sitting on the mount. This project is continuing at the main hangar in Edgewater. Work progresses on it between regular orders.”

.

.

.

“Above is a photo of the 701 airframe in the main Edgewater hangar. This illustrates how we tackle complete airplane projects in 2007. The 701 is being built as an E-LSA, which allows it to be built 100 percent for hire, unlike amateur builts, which must meet the 51% rule. The owner separately contracted us to build the firewall forward package for his airplane. Gus Warren of Fly With Gus separately contracted to build the whole airframe.”

.

.

“You can see above how close the Corvair’s center of gravity can be brought to the firewall. Geometry of this mount was carefully worked out to allow the use of our Intake Manifold and a Niagara cooler. When W&B and flight testing data comes back, we’ll have more information. The key to a successful 701 installation is not simply how much the engine weighs, but how close you can bring the engine to the CG.”

.

.

We later switched the plane to having the oil fill in the Valve cover like all our other installations. “Above is a top view of our 701 engine installation. It is also being fitted with the new Oil System. No oil components on the firewall make the 701 installation much easier with its very limited firewall space. An oil filler neck is custom welded into the Top Cover of this engine. It is made from a 1″ aluminum tube, and has a Moroso O-ringed aluminum cap welded into it. This was done for potential cowling clearance when we were thinking of a super narrow custom 701 cowl. At this point, we’re steering toward a 601 style cowl on the 701. We want to get this one flying and gather flight test data. We’re trying to keep as many of the parts for the 701 installation common to the 601 to avoid a long development. We’ll have more commentary on this installation when it’s done and flying.”

.

,

.

“This is a view of the lower portion of the 701 installation. Although I had my doubts, Kevin found a way to rotate and trim our CNC bent stainless pipes for 601s into a slightly different configuration that neatly fits into the 701’s mount. This engine will be equipped with an Aero-Carb.” Engine was later switched to an Elison EFS-3A that worked a lot better.

.

.

“Above is a photo I shot in Edgewater last week. The airplane is more finished than the photo depicts. The leading edge slats and flight controls, not seen in the photo, are complete and have been mounted. The glass is out of the plane to facilitate the detail work. One builder wrote to ask if it would take a long time to develop installation components after the combination is tested. The engine uses a lot of parts from our existing catalog. The Nosebowl is the same one we use on 601s. The sheet metal to mate it to the 701’s airframe will be different, something reminiscent of a Thorp T-18. All the engine parts, including the Baffling, oil cooler and oil system, Starter, Gold Hub and alternator are our standard parts. The exhaust system is made from 601 Exhaust pieces in a slightly different orientation. The only truly unique pieces are the motor mount and lower intake manifold. Even the prop and spinner bulkhead arrangement is the same as the 601.”

.

.

“Above is a good look at the detail quality of the 701 engine installation. Over the years, our installations have gotten cleaner and cleaner through Manuals, Colleges, Forums, and this Web site as well as http://www.ZenVair.com. We’ve shared this information with builders everywhere. It not only looks clean, it’s technically correct and flight proven in every way. The 701’s installation differs from a 601 in only minor details. The oil filler is welded into the Top Cover, the Intake Manifold is segmented for installation. But by and large, it utilizes nearly all our flight proven parts, which will yield smooth flight testing and easy replication by builders everywhere. This installation has a 2002 Niagara cooler, the Gold Oil System and our standard Baffle Kit. The large sending unit is for oil pressure instrumentation in the glass panel, below.”

.

.

.

“N9569S has a completely stock 701 airframe which will allow apples to apples performance comparison. We have the airframe set up for a 66″ 2-blade Warp Drive prop with nickel leading edges. The thrust testing section of our Web site compares this prop’s performance against a Rotax 912S with an in-flight adjustable prop. It is hard core, direct comparison testing like this that gives me great confidence in this combination.”

.

.

“Sitting on the firewall above is the black box for the Stratomaster Enigma glass cockpit in the 701. This view shows how tight we have the Corvair to the firewall. Despite its proximity, there are no complex assembly or maintenance tasks like there would be trying to pull a mag off the back of an O-200 in this airframe. Having the aircraft within the forward CG limit is very important to achieving maximum performance from the 701 airframe.”

We later had a number of issues with the MGL instrumentation on this plane. MGL specified senders that were poor quality, and when the oil pressure sender partially failed I wasted a full day trying to track down the error, including pulling the engine complexly out of the airframe. The owner installed a MGL fuel Flow sender that was a plastic barbed fitting, something that no one should put in any flying fuel system.

.

.

“A look at the carburetor installation on the 701. The 35mm AeroCarb is spaced off the Intake Manifold by a 1” fabricated spacer which has flow straightening vanes in it. Gus worked out very clean and simple throttle and mixture cable installations. Whobiscat sleeps under the plane.

.


.

After I wrote the story below we found that the primary culprit in the running hot issues was that the owner had altered the ignition timing. This was my own fault for having more than one person in charge of flight testing, alterations and fine tuning. don’t repeat this mistake yourself. If people offer to help you with your plane, remember, no matter how qualified they are, you are still in charge. Above the cowl is tuff tested with yarn to check airflow at high angles of attack.

.

“Many of the things pertaining to the combination, like the weight and balance, are very good. But the aircraft owner disliked the Aero-Carb, so we replaced it with an Ellison. This change provided more issues than it resolved, initially. Second, the engine had adequate cooling in February, but as Spring grew much warmer, we needed to rework the cowling. The Ellison’s sensitivity to vapor lock compounded this need.”

“As an E-LSA, the aircraft had a short, five-hour test period. Although it was legally signed off, we weren’t kidding ourselves that the 10 hours we had on it constituted a fully tested power plant installation. While builders were understandably clamoring for details, we hadn’t put out much information or anything up for sale. The day before Sun ‘N Fun, Gus took off from his hangar to fly the airplane over 100 miles to Sun ‘N Fun. Although the airplane had 25 flights on it, this was the warmest day on which it had flown. About 25 miles into the flight, Gus noticed the characteristic pinging of detonation and made the very wise decision to make a precautionary landing at a sod farm. The 701 airframe was designed to be operated in just such places, and the landing was a non-event.”

“Gus’ initial thought was to let the aircraft cool off, then fly back to the hangar. A courtesy phone call to the owner of the aircraft changed the plan and the aircraft returned to the hangar that same morning on a trailer. The story of the precautionary landing was carried on the Kit Planes magazine blog. Although it accurately and fairly reported the landing, many Internet aficionados colorized and expanded the story, including incorrect phrases like “engine failure.” I am careful with the things I write to be accurate. If I poked a hole in the radiator of a car and it overheated, I would refer to this as a cooling system issue, not an engine failure. It was mildly annoying to read the colorized reports and listen to amateur analysis from people who never saw the plane.”

.


.

“Our initial setup on the 701 used an Aero-Carb breathing air from directly inside of the cowling. This functioned fine, except the owner of the aircraft did not like the fact that he had to manually turn off the fuel with the mixture control whenever the engine was shut off. The owner is an aviator of enormous experience. He’s owned dozens of aircraft of all descriptions, including a Lockheed 12, Grumman Tracker, Sikorsky S-55 as well as a number of turbine powered aircraft. He holds an A&P, IA, and most of the other ratings the FAA offers. Although the Aero-Carb and Ellison are both flat-slide carbs, they function completely differently. The Aerocarb was immune to under cowl temps because it has no diaphragm and stores very little fuel inside it. The Ellison, because its throat is larger, provided an immediate seat-of-the-pants difference in power output, but as the weather warmed up, it showed itself to be temperature sensitive. We put a blast tube on its diaphragm, and ceramic coated the exhaust to lower the under-the-cowl temp. Yet we resisted making a specialized airbox because the goal was to keep the installation as simple as possible so budget builders could follow it at home.”

“The continuous warm air introduction turned out to be a mistake. I feel it was a major contributor to a warm engine beginning to detonate. At power, the carb inhales 150 cubic feet of air per minute. If this comes from the outside, it has significant cooling effect on the carb body. If it’s warm air induction, that large quantity of air raises the carb temp by 80 or more degrees F. The external blast tube on the diaphragm will not overcome the volume of air going through the carb. The above photo shows the 701 system as it is flying now. The air filter is in the aluminum canister, and it primarily breathes cool air from the lower part of the Nosebowl. The feed hoses are 2.5 inch.”

.


.

“The tuft tests of the cowl revealed it had low flow characteristics on the exits. A check of our Web site will show that many years ago, we put radiused lips on the bottom of the 601 firewall to improve cooling. Although it was not initially necessary in cool weather, we’ve since installed them on the bottom of the 701 firewall, and, more significantly, on the sides of the firewall where most of the air exits. These radiuses work in conjunction with the fixed flaps we installed on the cowl. Tuft tests and flight data showed that this made a tremendous improvement.”

.


,

The 701 has a very narrow firewall compared to the 601/650 and 750. I initially thought that we would use a ‘gill’ shape like a T-18 or a Pitts to exit to cooling air. Tuff tests revealed that the shape of the wind shield and the proximity of it to the cowl side exits hurt this. On the 601/650 and 750, we use a traditional hot air exit of just the bottom of the cowl, and it has always worked right off the bat.

“The tuft tests also showed a significant amount of reverse flow where air actually entered the rear of the cowl and flowed forward. There’s a number of very successful aircraft that use the cowling style with gill exits like our 701 Cowl; notable is the Thorp T-18, which has been flying in great numbers for half of the powered flight era. But eyeball aerodynamics and basic comparisons don’t take the place of flight testing. The 701’s more vertical windshield much closer to the cowling makes a high pressure zone at the base of the windshield. The small crescent shaped rib attached to the upper part of the firewall in the photo acts as a dam to prevent this reversed flow. There is one on each side. Gus hand made them in an hour or so.”

.


.

“The top view, as compared to earlier photos shows that the Top Cover, which had an oil fill welded into it, has been replaced by a Gold Top Cover. The oil fill is in the valve cover, just like all our other installations. This eliminated the need for an oil fill door in the top of the cowl. The oil cooler in the photo is a Niagara 2003. The plane flew its first 5 hours on a 2002 cooler, like the rest of our high performance cooler installations. Our 3100cc 601 installation flew several hundred hours on a 2003 cooler and it out-performs any other cooler flying by a long shot. It’s overkill on most installations. But in March, we opted to upgrade the 701 to this cooler also. This was an easy change because our Baffle Kits are designed to accommodate either cooler. This was part of the refinements to the 701 installation that were ongoing before Sun ‘N Fun.”

.


.

“Above is a view of how tight the Corvair fits in the 701. The wires in the photo are part of all the test leads to evaluate temperatures on the engine. The plane has a very elaborate MGL set up with flight data recording. This allows us to download and replay any part of the flight. The two black tubes in the photo are part of the Motor Mount. These attach to the steel tubing behind the windshield. They have to be there no matter which engine a builder chooses. The Corvair balancer is only 6″ in diameter, and snugly fits between the tubes with 1/2″ to spare on each side. With the engine in this position, the plane is in the weight and balance envelope of the designer, without any ballast. Planes flown forward of the front limit will have poor slow speed performance, and be prone to damaging the nose gear on landing. Engines moved forward would thus require ballast, something no well designed package has.”

“Two people have told me they were planning on using a rear starter on their Corvair powered 701. When looking at these photos, it is easy to see that anyone planning on this hasn’t examined very closely the installation, or has not finished the plane. Gravity, math, numbers and our flying 701 trumps other peoples’ guesses at what the weight and balance will look like. Twenty years ago there were things I wanted to do in homebuilding that time showed were poor ideas. How I got to where I am today is by letting my allegiance be only to what flight testing has shown to work. Pet theories and predjudices rarely add up to a lot of hours flown. This is also a good photo of how the inherently compact Gold Oil System fits in the 701 installation.”

“The top view of the engine shows the compact and organized installation, featuring The Gold Systems and Our Baffle Kit. The great majority of Corvair powered 601s are being finished by their builders in their home workshops, not at our professional facilities. The point is that our systems are flight proven in numerous installations and have been highly refined to be easily installed and trouble free, even when put together by first-time builders.”

.

.
.

“The above photo shows the 45 degree fixed cowl flap on the underside of the 701 Cowl. In addition to this, there is now room for exit air on the underside of the firewall. It is important to note that the several hundred man hours of testing and research that have gone into perfecting the 701 installation were done by myself, Gus and Kevin at no expense to the aircraft owner. The owners experience meant that he was not a regular homebuilder in search of a proven product. He was excited about the idea of being a facilitator and a pioneer of the Hangar Gang’s efforts. He was well aware that new systems are not brought out without teething problems. However, we had a clear understanding that the R&D would be done at our own expense.”

“There are many cases in sport aviation where people who didn’t know what they were doing tried to charge an aircraft owner for the expenses of their learning curves. As professionals, this is out of the question for us. We will gain back our investment by selling high quality parts to facilitate the installation. “

“With the modifications shown above, the aircraft is now a reliable, hot weather, turnkey performer.  Gus flew the airplane several times in one day after the modifications were finished and pronounced the installation completed. It was a long haul to get to this point. People who’ve read my writing know that I’m an advocate of rigorous testing. All too often, things that have flown on a single airplane a few trips around the pattern are labeled “Flight Tested;” our 701 project would have met this standard 10 minutes into its first flight months ago. Had we sold anything based on its initial configuration, or had we been working with a customer who felt he was buying a proven product, great disappointment certainly would have awaited. Even with our extensive, decades-long experience, it takes time to make stuff trouble free.”

.


.

“Gus holds open the cowl of the 701 to show off the FlyCorvair.com engine installation.
In order to serve the most builders and get the best use out of all of our fully flight tested products, the 701’s engine installation is very close to a 601’s. The engine itself is identical. This 701 sports a Gold Prop Hub, Gold Oil System, Niagara Cooler and an Electronic/Points Ignition System. It also shares in common with the 601 the Baffle Kit, Corvair Nosebowl, 2- blade 66″ Warp Drive propeller, and most of the Exhaust System.”

.


.

“Blast from the Past: Steve Upson Alive. During the final phase of 701 modifications and testing, original Hangar Gang member Steve Upson, above, spent the largest chunk of time at the Edgewater hangar that he has in several years. People who met Steve several years ago knew him to be an incredibly talented aircraft mechanic as well as a chain smoker and connoisseur of quantity over quality beer. This caught up with Steve several years ago when he had emergency heart surgery and an abrupt lifestyle change. Today Steve’s alive and well.”

.

___________________________________________

.

5) – Builders working on the combination

.

We have a number of pictures in the archives of builder’s 701/Corvair projects. I am going to extract them and put them on this page as running updates. To get started, Let me share a photo of one of the best known builders working on the combination: Terry Samsa of MN.

.

From Corvair College #20 in MI: Terry Samsa running his 2,700 cc Weseman bearing power plant on our test stand. Terry drove in from Minnesota, a 14 hour drive. At this moment, you can be assured that he thought it was well worth the trip.

.

__________________________________________________

6) – Notes on poor products to avoid

.

The 601/650 and the 750 reference pages both have a ‘Section 9’, sharing comments on parts and companies that no one should ever buy aircraft parts from. If you are even considering, for a moment, buying any Corvair part that I didn’t make, you need to read these sections carefully to know what you are getting into. Also, be aware that many of the things advertised on Barnstormers and E-bay Motors as “Built by William Wynne” have nothing to do with my work.

.

Simple example: Look at the last photo on the 750 reference page of the destroyed plane. notice the broken motor mount. That was caused by the original installation’s rear starter requiring bent tubes in the mount to clear it. The people that made it didn’t ever take classes in Structures and Materials, nor did they teach Welding at Embry-Riddle. I did these things, and I know why that mount broke. You don’t need this type of education to build a plane, but morally, you need to know what you are doing before selling aircraft parts. None of the people who ran now bankrupt LLC’s meet this simple requirement.

.

In the age of the internet, people comments last a long time and are also easy to fake. If you look around, you can find comments from alleged builders offering testimonials for all products, even ones from now bankrupt companies. Look at the dates, and ask if these people are even still building today. Very few of these comments come from experienced builders, and many other the people would have long retracted the comments in light of what they were stuck with. Only 25% of home builts get finished. The percentage that get done with products of bankrupt companies has to be a tiny fraction of this. If you want to win at this game, it starts with making good decisions about who you are going to work with.

.

I am clearly going to state again, If you have parts from another company, one I consider to have been run by vermin, I will not knowingly provide you any advice, service nor sell you any part to ‘upgrade’ your motor, nor will I allow you to participate in our ‘Zenvair’ discussion group, or attend any Corvair College.  It isn’t out of spite, it is simply because choices in aviation have consequences, and if you choose to work with vermin or their products, you are going to live or die with that decision. You can’t ‘upgrade’ junk by bolting good parts on it. Band aids don’t fix diseased things, amputations do. Zenith does not offer advice not service to people who bought Savanna kits, and this is the same principle.

I could list every name of every LLC that was in business to cash in on Corvair builders dreams and plans, but it would do no good. Just this week I heard of a new one starting again, right from the same address where the last one left off. Let it suffice to say that if anything on your plane came from Valdosta GA, I genuinely wish you good luck, your going to need it.

It is a free world, and no one has to listen to my experience nor advice. If you don’t like my tone, what I look like, things I say or perspectives, you are free to use these as a reason to discount or ignore what I have to say. A long time ago I learned in aviation that I needed to listen to the perspective of anyone with experience they wanted to share, even if they were not someone I personally liked.  I have learned much of what I know from people I would not have cared to be friends with. Aviation has serious consequences, and it is foolish to just restrict yourself to learning from people you ‘like’ or find ‘pleasant.’

Zenith 601XL flying at night, cockpit video.

Builders:

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

.

BlogAdonis053114

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

.

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

.

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

.

——————————————————

.

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

.

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

.

—————————————————–

.

More stories involving Ken, aka “Adonis”:

Zenvairs ruled the skies over the northeast!

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

Corvair College #30 and #31 sign up now open

CHT info taken from test flight of 601XL

Thought for the day: “Censorship” on the net

.

Corvair vs O-200…. weight comparison

Builders,

A Zenith 701 builder that I spoke with at the open house wrote me a short note asking some questions about the weight comparison between these two engines. This is something I have directly compared, something we have very good data on, and some valid and useful commentary.

For people with short attention spans, I will cut to the chase and say that a modern Corvair, as we teach people to build them, with electric start and a charging system, weighs the same installed as a standard O-200 Continental. You can see in the photo below that I have weighed, thrust tested and dyno run them side by side personally. Many people will comment on the subject of engine output and weight on power plants they have never laid a hand on, far less run on a dyno. Most of the “evidence” people present is well intentioned, but erroneous just the same. Bad data, presented with good intentions or malicious ones, is still bad data. The numbers here come from personal measurement, intentionally done in public for people to see.

“More Lies are told in experimental aviation than in singles bars” is a saying I made up 15 years ago to illustrate the loose association with truth that many people in our field have. The most common fib told in home building is under  quoting how much something weighs. (This is ironic, because compared to numbers like HP output, true stall peed, or ultimate G strength, the weight of anything is a very simple matter to check, but very few people ever do.) Many people I quick to point the finger at salesmen, but let me also say that I have done the weight and balance on something like 100 homebuilt aircraft, and only found 10% of the owners were remotely telling the truth on their W&B sheet. Many of these people told their buddies their plane was exactly 100 pounds lighter than is was. Frequently they repeated it often enough that they forgot they made it up, and could have passed a polygraph test swearing to it. Take this away: Don’t believe anything you hear about weights unless you are listening to the guy who did it himself, who has photo documentation of him doing it. If you would like to read a funny story about how reality has a hard time competing with fantasy, take a moment to read this link:

Unicorns vs Ponies.

On the left above is the Continental O-200 as removed from a 1959 Cessna 150. This engine is considered the standard  against which all other 100hp class engines are measured. It is a direct drive 4-stroke, 4-cylinder engine of  200cid. It carries a horsepower rating of 100 at 2,750rpm. I have read that Continental produced about 50,000  O-200s. On the right is a 170cid Corvair engine. For size comparison, the O-200 is 32″ wide without the baffling.  The Corvair is 28″ wide.

.

The caption in italics above is actually nine years old from our main page flycorvair.com. It is from a long test series on dyno and thrust testing the O-200. You can read the full story at this link: http://www.flycorvair.com/thrust.html . The picture above shows that a Corvair is smaller physically than an O-200. Let me also offer that I know a bit about Continentals and I like them. Graces Taylorcraft has an STC’ed C-85-12 in it, an engine that is nearly Identical to an O-200 in physical size and weight. Keep in mind that when people compare engine weights on the net, very few of these people have owned both of the engines they are commenting on, and in many cases, the guy offering the data has owned neither. It doesn’t make then bad nor evil, it just means their data on this subject probably isn’t good.

What about the often quoted 188 pound weight for an O-200? That is erroneous, as it does not include the starter, mags, plugs, carb, oil, or many other items it takes to run the engine. The data was actually presented that way so if a manufacturer chose Eisman mags instead of Bendix, he could do a weight and balance engineering solution on the engine. The 188 number was never meant to be a comparison all up weight.

What about the new light weight O-200? Yes, it is lighter than a traditional model, by as much as 20 pounds. But this engine, which Continental rep. Kim Winner brought to the Zenith open house, sells for $20,000. It is new, and they have made very few of them, and you are not likey to come across one for sale used for another 20 years. Many of the parts in it can not be used on older engines. Most builders are taking about a Corvair they could build on a $8500 budget vs a traditional O-200 taken from a Cessna 150 for roughly the same money. If you want to spend $20K, I can build you a Corvair that is far lighter than the lightest O-200 ever made. Given $8,000 or $10,000 just to spend on weight reduction, much could be accomplished, but that isn’t an engine most people are considering, and neither is the new light weight O-200.

Is an O-200 ‘Approved’ for a 701 but not a Corvair? You can call Zenith and speak with Roger or Sebastien, and I am sure that they would advise any 701 builder to first consider lighter engines. But they would also tell you that both engines have powered 701s before. We bought our 701 test bed kit directly from the factory in 2005 and completed it in 2007.  Sebastien sold it to us to test the concept after seeing the success of our 601/Corvair program. The 701 worked. we made no attempt to lighten the Corvair for it, and the plane weighed 677 pounds ready to fly. (if that didn’t sound very light compared to other numbers you have read on the net, go back and read Unicorns vs Ponies again.) It did not need any ballast whatsoever to get into the CG envelope. On this last point, the Corvair has a distinct advantage over the O-200; The Corvair is ‘flat’ on the back, and can be pulled right back to the firewall without creating a maintenance issue. An O-200 has the mags and wires sticking out the back, and they require several more inches of clearance to be removed without the requirement of pulling the engine off the mount. Although the Corvair and the O-200 effectively weigh the same, you can’t get the O-200’s CG nearly as close to the firewall. It may require ballast just to get into the front of the CG range.

.

Above, Our test bed Corvair powered 701 in the Zenith booth at Sun n Fun 2010.

.

I have heard that a heavy engine can break the 701 nose gear, truth? Yes, a very heavy engine could be a factor, but when we built our 701 I studied this closely, and a far bigger issue was people flying the plane forward of the published CG envelope. One guy had tried a Geo engine with a belt drive on a 701. This was actually lighter than a Corvair, but the engine layout was very long, and it had to be positioned well forward to clear items from the firewall end of the engine. The result was I guy flying around 2″ ahead of the forward CG limit. The plane could be landed smoothly by rolling it on at 60 mph, but that wasn’t the point of the 701. When the Geo guy tried landing slow and pitched the nose up, he found out that planes that are ahead of the forward CG limit drop their nose like a rock at high angle of attack. This is the effect that harms the plane. It is actually a CG issue, not a weight driven one. Poor pilot technique is another big factor. Any guy willing to get a little time in type training and fly within the published CG range has little to worry about.

What about reasonable cost Corvair modifications to reduce weight? A 3,000 cc Corvair actually weigh 7 pounds less than standard ones becase the bigger engine uses a lighter aftermarket cylinder set. A billet crank is nearly 4 pounds lighter than a stock one. A welded pan is a pound lighter than a billet one., etc. There is a list of parts than can get 15 pounds off a Corvair, but most builders find the engine to be acceptably light in the basic form. People frequently ask about putting aluminum cylinders on Corvairs. I have been working with Corvairs for 25 years, people have been talking about these for at least 12 years, and yet no one has ever taken a set flying. I have good reason to doubt the would work.  If some one tries to talk you into anything that has never flown, and the national expert doubts will work, realize they want you to be a guinea pig.  They sell down at the pet store for $20, and if your life is worth more than that, don’t be anyone’s Guinea pig.

Last Comment of weights: Two people in the alternative engine game, myself and Robert Helms, president of UL power, never hesitate to tell the truth about how much our respective engines weigh. Robert has nothing to loose by doing so; He has the lightest engine on the market, he doesn’t need to embellish the facts. In my case I don’t have anything to gain by under reporting the weight of a Corvair. People choose the Corvair because it is affordable, smooth, a learning experience, well supported, made in America and a multitude of other reasons. It has the features above, while having an acceptable level of weight for a broad variety of aircraft. If I fibbed about the weight of the engine I wouldn’t attract any significant amount of new builders, but it would undermine the trust and rapport with builders we already have in place.-ww.

:)