Waiex engine, 3,000 cc / 120HP Corvair of Gordon Turner.
Builders
The fifth engine to run at Corvair Finishing school #2 was Gordon Turner’s 3,000 cc engine, slated to power his Waiex airframe (The Vee tailed Sonex.) The Engine is a first class power plant featuring everything in the FlyCorvair / SPA Panther Catalogs, including an SPA billet, made in the USA crankshaft.
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Although the project started as a regular build and an core motor, Gordon, who is an international corporate pilot, opted to convert this to an “Engine in a Box” complete kit engine. He selected this path after considering his available time vs the value in one of the Kits. If you would like to find out more about engine options, Call Rachel directly on the SPA hot line at 904 626 7777. (Her extension is #1)
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Above, Gordon’s engine on the run stand. For the break in we don’t use an oil cooler because we want the oil to come up to full operating temp quickly, to boil off any entrained water and evaporate solvents from things like assembly fluids the factory puts in lifters. Given the option of breaking in an engine on 140 vs 240 degree oil, absolutely pick the latter. The Sonex and the Waiex both use the #2601-R reverse Gold oil filter housing shown, To clear the fuel filler neck on these airframes. The oil like to the 5th bearing is connected to the case by a special fitting that Dan makes. Standard Gold oil filter housings do not need this, they use a #2802 block off plate.
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Above, the 3,000 cc Corvair at power, during the break in run. It ran flawlessly during the run and accumulated a little over an hour. WE check a number of post run details closely, and the engine passed them all, this flying colors. Rather than take the engine with him, Gordon elected to have it shipped to his home, a task easily accomplished by the SPA team.
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Pietenpol 2,775 cc Corvair; Trevor Rushton from UK
Builders,
The fourth engine to run at the Corvair Finishing School #2 was the 2,775 cc engine done by Trevor Rushton, who flew over from Britain for the school. He assembled the entire engine from its most basic components in two 10 hour days. Because aircraft in the UK must meet the stringent standards of their LAA, the assembly required a high level of documentation, which I had to sign off as done under my supervision.
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Even with this extra time requirement, Trevor easily got the engine documented, completed and on the run stand during the finishing school. As a crass colonial grease monkey, I am usually the champion of American ingenuity, but truth requires I say that Trevor might very well have come close to setting the record of most efficient builder at a Corvair event. I honestly don’t think any of us could have gone east across the pond and made as good a showing assembling a Gypsy Major engine on their soil.
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The engine is a 2,775 cc “Engine in a Box” kit that Trevor purchased through SPA/Panther in advance of attending the Finishing school. If you are interested in learning more about the kit engine program, please call Rachel directly at the SPA hotline: 904 626 7777.
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Above, Trevor hard at work, measuring and documenting the case bore diameters utilizing the advanced tooling that Dan and I maintain for engine development and process quality control. The LAA governing body of sport aircraft in the UK, requires individual engines built to be documented in great detail, under supervision of approved inspectors. Trevor secured prior approval from the LAA that I could act as such an inspector on his engine build. For builders with great enthusiasm, we will gladly match any effort they make toward special requirements. Much of the original contact and communication with Trevor was done by Terry Hand (in Happy Birthday to the USMC story last week) who runs our “Pietvair” discussion group.
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The pay off: Trevor taking his engine through a perfect test run. It is destined to power his Pietenpol, slated to be finished at the end of 2017 or early 2018. After watching him work, I tend to think his time estimates are reasonable. I told him I would probably fly to Britain to see it launched.
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Something about working with Trevor: I had many things I wanted to hear his perspective on, but we ended up speaking about the greatest UK import to the US in the last 100 years: Music. In the last 40 years I spent countless hours listening to Led Zeppelin, The Who and The Rolling Stones, all band from Trevor’s land. I have never been to the UK, but know something about Brighton in the 1960s from listening to Quadrophenia a zillion times. Trevor said he was neither a Mod nor a Rocker, perhaps just a little of both.
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Zenith 750 engine; Andy Mechling’s 3,000cc/120HP Corvair
Builders,
The third engine to run at Corvair Finishing School #2 was Andy Mechling’s 3,000cc Corvair destined to power his Zenith 750. The engine assembly was finished on Saturday, and the engine put down a full break in run during the4 afternoon.
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The engine features virtually every part in the FlyCorvair and SPA/Panther catalogs. The engine started after less than 2 seconds of cranking. I made a quick check of the timing and it ran smoothly through the 30 minute break in. Although the finishing school is just 3 days long, Andy left with a sense of accomplishment and understanding which 90% of experimental aircraft builders never get from their engines. By deciding that he would not be satisfied to simply be the engines owner, that his personal standard was understanding and being a very skilled operator, Andy set his path apart from other builders.
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Above: 90% of experimental aircraft owners settle for just buying an engine and being its owner. That is OK, but if you, as an individual, are looking for more, the Corvair offers a different experience. Get a good look at Andy’s expression the minute his engine fired up on the run stand. That is the pride and satisfaction of building, not buying. People who simply write giant checks for engines which they have little understanding of don’t make faces like that.
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Something about working with Andy: Andy is an experienced builder, having previously completed a VW powered Sonex. This gave him a better understanding of what he wanted out of his Zenith power plant choice, the Corvair proving to be the engine that made the most sense for him. Andy’s methodical and analytic perspectives likely date all the way back to being a 1973 graduate of the US Naval Academy.
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The Zenith 650 Corvair engine of Jim and Patty Raab.
Builders,
The second engine to hit the run stand at Corvair Finishing School #2 was Jim and Patty Raab’s 3,000 cc /120HP engine destined for their Quick build Zenith 650, which will take to the air next year. They did some of the assembly at home, but came to the Finishing School well prepped to finish, run and learn more about their power plant.
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The engine was on the stand early Saturday and put down a good break in run. We made some small adjustments, but the smaller nature of the Finishing School gave a more relaxed pace than a traditional Corvair College. By the end of the afternoon, they had a great running engine, their confidence as skilled builders and operators was confirmed, and we all headed off to our local small town bar and grill for a dinner in high sprits.
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Above, Jim and Patty with their engine on the run stand. They are priming the oil system for 15 minutes before the first start. The red drip pans on the heads allow the visual confirmation that oil is reaching every single location in the engine. All Corvairs have hydraulic lifters and high strength head studs, neither of which ever need adjustment during the life span of the motor.
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Something fun about working with the Raab’s: Jim is skilled with tools, but earns his living as a nurse. On the other hand Patty spent 20 years in the USAF, working ordinance on strike aircraft. Not only is she the safety wiring guru in the family, she is well versed in following literature and procedures. When your day job in aviation is installing guidance units and fuses in bombs that weigh more than a light sport aircraft, it contributes to making you picky about methods and practices.
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First engine run at finishing school #2
Builders;
First engine run at Corvair Finishing School #2 goes to the Swann family, Bearhawk LSA builders. Their engine is a perfect 3,000 cc Corvair featuring nearly every option in the FlyCorvair / SPA-Panther catalog. It laid down a perfect 30 minute break in run just after dinner on day one of the school.
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A very proud moment after the run.
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Hats off to the Swanns, now proven motor heads in homebuilding, an arena where most people settle to know next to nothing about the engine they fly behind. Conversely, they are masters of their power plant.
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Larry Nelson’s first Engine run for his Zenith 601.
Builders:
In 2015 I wrote about 150 stories for this website, and they, and the older stories drew about 350,000 page reads. Out of all new stories, this one was clearly the most popular story of the whole year: Acceptable methods of payment for Corvair parts . It was about how a Zenith builder from Arizona named Larry Nelson paid his parts bill at Corvair College #34 (Photos from Corvair College #34 at Zenith A/C) in ammunition………
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“Benjamin’s, plastic or lead? All are fine, as they all have understood value. Above, Larry Nelson’s engine on the bench at Corvair College #34. The engine is a 2700 with a Dan Weseman bearing, outfitted with all our Gold System parts from our catalog.”
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Today Larry send word that he ran is engine on the front of his plane this weekend. He send this you tube link for everyone to get a look at:
https://youtu.be/Asb9IRWJX0c
(Notice that it does have the new engine required cooling baffle on top of his engine)
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Larry is an Aviator, outdoorsman, and a family guy. He has long proven himself to be the kind of guy who shows up early, and works to make sure events are made better for other builders, most of whom he is yet to meet. He does this stuff without anybody asking him, it is just his style to put back a bit more than he got from things. He is living proof that taking rugged individualism and liberty very seriously is completely compatible with gregarious service to communities of others.
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Something to consider: About a week ago I got an email from a builder asking why I occasionally had pictures of with firearms in my web stories, particularly after a number of violent incidents in our country in the last year. Instead of writing the guy back, or being ‘offended’, I walked out to the shop, picked up the phone and called him so we might actually communicate.
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I explained that I come from a very diverse family, and some members have very strong opinions against firearms ownership, which is their right, but the opinions are unfortunately based of media provided myths and stereotypes rather than personal exposure. I pointed out that when any of these members of the family say “Gun owners are…” They are making a blanket generalization about 100 million people, based on maybe meeting 5 of them, and in some ways it is just as repugnant as people who make blanket statements about ethnic groups.
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I shared that I also found the violence of criminals in our society horrific, but I said that my photos of responsible sporting or utilitarian uses of firearms to have absolutely zero to do with the actions of criminals. I don’t think husbands and wives should stop being intimate because we have a serious sexual assault problem in this country, I think they have nothing to do with each other. I pointed out that many people who knew nothing of general aviation wanted to end it after 9/11 because criminals used it as a small part of their plot, but no one suggested we take down our J-3 cub pictures because they would be ‘distasteful’ after the terrorists struck.
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In a few minutes, I shared that even though Florida was considered a ‘pro firearms’ state, most of the things he had heard about it were wrong. The state has real time background checks on sales through a state wide database, you have to have ID, and fill out an extensive BATF form, the entire process is videotaped, and if the info on the form doesn’t agree with the database, you not only are denied the sale, you will likely not make it out to your car before you are arrested. You also have to sign a form saying that if you buy the gun for someone else who is not eligible, you will go to jail for 10 years, no plea bargain, period. I explained that every “buy a gun on the internet” story is also a myth, because it has to be shipped to a federally licensed dealer, and he will do the above checks and forms. While theoretically one individual can sell to another, no rational person does this, because they have no way of knowing who the buyer is or what they are going to do, or why they are not buying from a licensed dealer, and the civil liability follows the seller. I pointed out that it isn’t “the wild west” down here in the sunshine state, because since the 1970s Florida has a law called “10-20-Life” expressing what happens to people who display, discharge or kill someone with a firearm in the course of a crime. It is law in this state that even displaying a weapon” in a rude, careless, angry or threatening manner” gets one a guaranteed year in prison. For these reasons law abiding Floridians don’t screw around, and criminals here get a lengthily all expenses paid trip to a gated community. These are all facts, but they are rarely brought up because they don’t support the national urban media narrative that my home state is populated with dangerous red necks.
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“Coming on like a Hurricane”
Builders,
As wind and rain picks up in front of hurricane Mathew, work goes on while we have power. Yesterday this included final test run on the engine we assembled and ran for 40 minutes at the Zenith 25th open house. This engine is a 3,000 cc 120hp engine featuring a Weseman billet made in the USA crank. It was easy to completely build at the Open House because it was one of the Weseman’s “Engine in a Box” complete kits. If you are interested in purchasing this engine, you are too late, it is already sold, but Dan and Rachel have other “Engine in a Box”‘s ready to go. Contact them at 904-626-7777 for more info.
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Above, the engine on the run stand in front of my hangar. It was raining lightly, but it doesn’t bother a Corvair. During the second run in Florida, the piston ring break in was completed, the oil filter was changed and the first one was cut open and inspected, compression was evaluated and the timing was set with a light, and the adjustable oil pressure regulator setting was fine tuned. It ran like a champ, and then I took it to the SPA/Panther factory for crating and shipping.
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Above is a short clip of the engine running at 1,500 rpm or so.
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Eariler at Zenith, Dan briefs observers on what we are going to do. The assembly had about 25 guys who followed every step, and about three times that many they checked in to see how it was done. When we took it outside to run it on Saturday, about 75 people stood there to watch the first fire up. In the hour before, they had heard a Continental 0-200, that was on a flying plane, that was poorly tuned take two minutes of cranking and stuttering to run. Other engines put on a few less than stellar starts. Many of the 75 people, most of who thought that a brand new engine, made of parts that had not yet ‘met each other’, would be difficult to start. I’m sure they thought is was full of it when I said it would start and come to power in 3 seconds. These people were slightly stunned when the motor started, instantly, as in less than one second. Much of this is the ignition system I build being vastly better than a magneto, but it is also knowing the engine, as we teach builders to make and operate it. It is a very different mentality that the person in another cockpit, relentlessly grinding on a starter hoping it will light off. Hope isn’t a mechanical strategy, understanding and performance is.
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Above, 30 minutes into the test run at Zenith.
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Above, after the show, the EAA’s Charlie Becker speaks with Dan Weseman as we packed up late night on Saturday night. The Conversation was a bit about what had taken place, but much of it is always aimed at the next event, the future, and things that can be put in action. On this night, much of that revolved around the November 3-5th Aviation Showcase in Deland Florida. Dan and I got up at 6am Sunday morning and drove the 1,100 miles back to Jacksonville.
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If you are of a certain age, you will recognize the title of the post as lyrics from the opening song on the seminal 1980 AC/DC album “Back in Black“. Although the band is from Australia, the album was recorded in the Bahamas, where the production was besieged by tropical storms, which created the tone for the song “Hells Bells.”
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In the summer of 1980, I was 17 years old and living in New Jersey. Although we were less than 15 miles from Manhattan, the world wide center of fashion, we all thought there was nothing more stupid than people who were slaves to caring about what others thought of their appearance. We were the total opposite, individuals expressing ourselves, which we chose to do by each and every one of us having long hair, dressing in black tee shirts, Levis 512’s and Timberland boots, while all driving Chevys with cassette decks that all had a copy of “Back in Black” permanently stuck in them. We honestly were oblivious to the idea this was also conformity, but the music endures better than 1980s NYC fashion.
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For my purist builders down under, know that I am actually a bigger fan of Bon Scott, the 1974-79 AC/DC singer. Someone pointed out that is Scott had lived past 1980, he would be the same age as Trump and Clinton today. Without the slightest hesitation, I will say that Bon Scott’s singing on “Highway to Hell” was a greater contribution to the betterment of humanity that anything Donald or Hilary will ever accomplish:
Bon Scott, Paris 1979 ; https://www.youtube.com/watch?v=d_KzeQ639b0
It is one of the few elements of teenage years I hold any nostalgia for.
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