A dozen Gen II Crankshafts available shortly

Builders,

I spoke with Dan and Rachel Weseman today, and they told me the next round of crankshafts and 5th bearings they are processing is nearing completion. This not only includes every GM crank builders have on order, but they also have 12 additional cranks they put through the process. These are available for any builder who wants to make immediate progress. I bring this up here because I am less than 30 days from starting our 10,000 mile odyssey: College and western tour update #2 , and these cranks can be directly put into engines of builders at the three Colleges or even at one of the night school stops or house calls I will make.

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Builders considering this can directly read the link to the SPA crankshaft page:

https://flywithspa.com/product/crank-service-w-5th-bearing/

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If it is something  you want to put in gear or even have questions on, contact Dan and Rachel directly at these links:

Customer Service – sales@flywithspa.com

Technical Support – support@flywithspa.com 

Phone:  904.626.7777

With the upcoming 3 colleges these 12 cranks may move fast, if your plan is progress, contact them asap.

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For a review of the parts and components that go into a current Corvair engine build, we have a ‘reference page’ where all of the links are gathered:

Sources Reference Page

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Note to builders attending events on the tour: We will specifically mention this to those signed up for colleges, But I highly encourage any builder planning on making physical progress at the Colleges or one of the stops to order their parts now, in advance. At many colleges we have lots of parts on hand, however, this tour will bring three Colleges in rapid succession, and it is logistically impossible to bring all the parts for builders and all the tools, in a trailer with a 4,500 payload. We have to mail things to builders in advance, plus this gives builders several weeks to familiarize themselves with the parts before heading to the college. Additionally, builders heading to later events like CC #37 and CC #38 should not count on me having parts available, as the on hand supply will be low or out by the later tour dates.

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Planning ahead, and acting on that plan is what insures that you get the maximum out of attending the Colleges. I love the west coast, but keep in mind the reality of the scale of our business and our family commitments suggest that it will be more than a year before I can execute another western tour on this scale. Plan, and act, make this one count for you. 

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Above is a close up of a Gen II Weseman bearing journal on a re worked GM crank. The Gen II arrangement comes already installed on the crank, match ground in place.

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-ww.

Outlook 2016 – The Corvair ‘Information Network’ now in gear.

Builders,

If you have been following all the developments under the title “Outlook 2016”, you have seen a lot of improved systems brought out, all aimed directly at giving builders better access to a more rewarding experience understanding, building and flying their Corvair engine. In this story, I will show how all of these separate elements are interconnected to work for the builders who choose the Corvair.

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For an example of how this works, lets look at a new builder’s path through 2016, and illustrate how having all the information connected will work to improve the new builder’s experience, and keep them focused on learning and progress. While we have many people contributing to the Corvair movement, let me take a moment to highlight two people who make things work smoothly, who’s understanding of IT work allows this new system to function for builders: Shelley Tumino and Rachel Weseman.

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Above, Kevin Purtee and Shelley Tumino receive The Cherry Grove Trophy at Corvair College #24.  Shelley runs all of our on line sign ups for Corvair Colleges, further developing the system pioneered by 601XL builder/pilot Ken Pavlou. The sign up system is much more than a simple list; Shelley handles all the websites, banking, disburses the funds to local hosts, and most importantly, has a system that supplies us at Flycorvair, the Weseman’s at SPA and the local hosts with both spreadsheets on builder information, but also daily updates on new sign ups for each college. Kevin and Shelley have also hosted four Corvair Colleges in Texas, and are very well known in the Pietenpol Community

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Above, Rachel Weseman from SPA. Among many other things, she is the organization and information at SPA. She works with builders every day, has attended a half dozen colleges, and co-hosted #23 and the Corvair Finishing School. In the field of communications she is particular skilled at making professional videos, which bring the ‘in person’ experience to larger groups of builders. Rachel is obviously known to every Panther builder, but also well known in the Sonex/Cleanex Community.

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 A sequential overview of our information network in action for a builder:

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Picture our builder selecting an engine. Perhaps he read a reprint of my incendiary story about the dirty little secret of experimental engines:

Selecting an engine for your experimental aircraft

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From there, he looks at our website:

http://flycorvair.com/

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And gets a look at some of  the 750 stories on this blog:

https://flycorvair.net/

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focusing on the latest ones:

Outlook 2016 – Reference page

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The builder has a few questions about his application, so he sends a question to my new email address:

Outlook 2016 – New Email address for Corvair Communications.

Because this new address is also accessible to Rachel and Dan Weseman, they can step in and cover a tech question if I am not available.

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With his question covered, our builder decides to buy my conversion manual, and goes to our new products page:

Outlook 2016, New order page and distribution method.

Because orders are now covered by SPA, he gets an instant order confirmation, and it heads right out. Both Rachel, Dan and myself can review the order and tech support from any location, so I don’t have to be in the same state  to be on the same page.

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If our new builder is a Zenith guy, he will likely join our private Zenvair list, or Pietvair if he is a Pietenpol builder:

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

These lists are run by Phil Maxson and Terry Hand, and they stay on top of them with an active hand. We set up the lists together, and if any tech issue arrives beyond the scope of normal stuff, Phil or Terry alert me with a call, so I can assist directly. Both Phil and Terry have been to many Colleges, and they know most of the people on their lists from meeting them in person.

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Of course if our new builder is a Panther guy, SPA will direct him to their group through their website:

http://flywithspa.com/

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Lets say our new builder decides to sign up for a Corvair College. He would do so through this page, which is run by Shelley Tumino:

2016 Corvair College registration pages.

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and lets say he decides to sign up for CC #37 in Chino California, hosted by Steve Glover:

Outlook 2016, Corvair College #37 Chino CA, 4/22/16

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The sign up sheet asks a few questions to know if the builder is bringing an engine, and to know what stage in the process he is as, and what his goals are.  Watch this: This information is relayed immediately from Shelley to Both myself, Rachel at SPA, and to Steve Glover.  With this information, we can coordinate much better, making sure that the builder has everything he needs, from directions, to parts, table space and a warm welcome.

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In the past, we did a good job, but it heavily relied on the builder coordinating the separate elements. Before 2015, I had our previous Cylinder head suppler and an alternative 5th bearing guy at many Colleges, but they had a mixed track record of having builder’s parts ready for the events, and they were never going to participate in joint efforts. I did the four 2015 colleges without them, Covering the Colleges like #34 and #35 with Dan Weseman’s support. It worked out great:

Photos from Corvair College #34 at Zenith A/C and Corvair College #35 Barnwell builders video

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Today, We have moved from the four ‘Corvair all stars’ to having just Ourselves and SPA supply every part builders need, and it has worked to get all the suppliers and hosts on the same page:

Sources Reference Page

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Now the builder can stay focused on learning and progress, and we can stay coordinated in support of his work. Since both SPA Corvair parts and our parts come through the same order and warehouse system, 2016 will see a dramatic improvement is accessibility of the Corvair for homebuilders

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To stay on top of the new about Colleges in a discussion format, Shelley Tumino runs a very popular open Face Book Page for all the aspects of Corvair Colleges. You can find it here:

https://www.facebook.com/CorvairCollege/

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Grace and I always attend Oshkosh, and every year we have the same booth, #616 in the north aircraft display area:

Corvairs at Oshkosh 2015 – Colleges #34 and #35 sign up info – Unicorns for sale.

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This is right next to Dan and Rachel with the SPA booth in #615. Over a number of years we have coordinated to inspect and pick cores there, and deliver builder’s parts. Rachel always organizes the builder cook out after hours. It is one more small element of how builders benefit from having us work in a coordinated, joint approach.

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We are still in the planning stages of the Fall air tour: Outlook 2016 – Fall Corv-air-tour, but one of the elements that will have a great impact on the success of the event, is having it covered in real time, and making many of the stops accessible to area builders. This is exactly the kind of task that Shelley and Rachel with their logistical skills can do very well, and the tour will reach many more people because of it.

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The Corvair season in 2016 will wrap up with our 7th college in Barnwell: Outlook 2016, Corvair College #39, Barnwell SC, 11/11/16.  Like the three other colleges in 2016, this one will also be fully coordinated between all the people working on it.

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While we have had many good seasons in the past, I am personally looking forward to having a very good year in 2016, because the developments we have put in place will not only make things go much smoother for builders, but myself also. At my core, I am just another homebuilder, exactly like our builders, with the same thoughts, ideas, goals and dreams. Grace and I are very lucky to have many supporting people who make the Corvair movement much more than it could be just run by us.

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If you are reading this, and the operation sounds like it will serve your personal goals in homebuilding, I say welcome aboard, make the Corvair movement your home in Homebuilding.

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-ww.

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Weekend work, December 2015

Builders,

In our week, the normal work runs through Saturday at noon, as this is when the local post office closes. We mail almost everything by USPS, as 20+ years of trying everyone in the shipping business mailing tens of thousands of packages has conclusively proven “If it needs to get there economically, send it with the Post Office, if you need the item smashed, send it UPS, everyone else falls in between.” The hours between noon on Saturday and when ever we shut the shop down late Sunday night constitute “the weekend” but almost all of this time is spent in the hangar anyway, we just shift to projects instead of production parts.

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Above, Ignition testing in action. Corvair/Panther builder, friend and neighbor Paul Salter works as an aeronautical engineer for the US Navy on the EA-6B prowler program at NAS Jacksonville M-F. Since Paul is a graduate of Embry-Riddle’s rival Parks, and he is a dyed in the wool Ford guy, it is nothing short of a miracle that I have talked him into using a Chevy on his plane.

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 On Weekends, Paul spends all the hours at the airport here, and he has long proven to be a great asset, and if you have a Corvair in your shop, you are a beneficiary of his contribution if you have met him or not. His contributions run from loaning me his truck for the 3,400 mile Corvair College #34 tour: Back in Florida – 10 / 5 / 2015 to running ignition tests on retard boxes for these Ignition part #3301-DFI, a new optional system. Shown is “Dinosaur meets space program.” My 1947 Sun distributor machine is running the DFI distributor, while Paul’s laptop is programing the delay box that can control the timing curve electronically. This will be of use for planes in high altitude cruise, planes with turbos, or ones using N2O injection. The white box is a digital  DC power supply. The spread sheet on the laptop is displaying the information while also allowing the curve to be altered due to RPM and MAP.

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Above, a test of how low a voltage the Crane ignition unit will work at. Look at the distributor machine, the red flashes are the firing indications shown by a strobe, projected onto a degree wheel. It is doing just great, and note the power supply is only showing 4.3 volts! Most computer ignitions on modern cars, that also involve electronic fuel injection, loose their ability to work below 10.5 volts. Our system works at far lower voltages (It actually needs slightly more than 4.3 to run the coil to send powerful sparks but the brains still work at 4.3V) The crane units and simple coils also use very little power, allowing a Corvair to run many hours off a battery that had just enough power to crank it. Many electronically dependent automotive conversions will run less than 20 minutes after the alternator throws a belt or the voltage regulator gives out. As responsible people, we test things to know that we promote a system with a great margin of safety.

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Above, our test stand, under constant refinement since we made it in 2004. It replaced the original stand that served from 1989-2003. Together they have run hundreds of engines. In 2016, this one will make the great western tour, covering these events:

Outlook 2016, College #36 and Western building tour

Outlook 2016, Corvair College #37 Chino CA, 4/22/16

Outlook 2016, Corvair College #38, Cloverdale CA, 5/6/16

To refine the stand and make it work better, and also get a N2O port in the intake, we spent some of Saturday afternoon working on it. One of the improvements was junking the cable throttle that it has used for years and replacing it with the lever and rod arrangement, which is much more positive. Alright motor heads, prepare to date yourselves: You are officially middle aged if you know the throttle arm is a Hurst Shifter: you could be approaching middle age if you know what a Hurst shifter was, and if you have never heard the term, you are likely a millennial, which is ok, but know that you missed the good cars. A Prius doesn’t make the world a better place in the same way that a W-30 455 cid Hurst Olds did. The rest of the linkage is an AN turnbuckle and a used Corvair pushrod, TIG welded to a ball socket.

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Above, Vern Stevensen’s latest transportation project, in my front yard. What is good about Florida? Get a look at how green the grass is, on December 5th. On weekends, Vern is ‘On Call’ in our shop. He works on his own stuff, but is available 12 hours a day to jump in as required on flight stuff. Vern’s original trike: Fun with Agkistrodon Piscivorus and Vern’s Aero-Trike now has more than 20 thousand miles on it. It gets about 60-65 mpg, but Vern wanted to shoot for 100 mpg, in a vehicle built out of purely recycled tras….ahem, ‘Treasure.’ Thus the new “light trike.”

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Above, The powerplant is a Honda 250 elite scooter driveline. In stock form, these will drive a large scooter to 70+mph. The frame is random tubing cutoffs from my hangar pile. The front suspension is a widened 4 wheeler ATV, steering is a rack and pinion from lawn equipment. Front hubs are Geo metro rear brakes, which I turned down the ATV spindles to fit. The canopy is RV-3 flymart buy. Front tires are space saver spares from a Geo. Thus retains the full electrical harness and instrument panel from the scooter. In Florida, this is an entirely street legal vehicle that requires no insurance, special paperwork, nor inspections. Vern is thinking about putting stringers on it and making the ‘body’ from fabric aircraft  covering. The canopy and frame lift to get in and out, but the canopy also slides forward 18″ while driving for optional ventilation. The weight right now is about 200#s but he wantes it to stay under 300 done.

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Above, ScoobE checks the mailbox. It is a half mile walk from the house. Our business address that we use for work is actually 10 miles from the house, but that is where the closest grocery store is, etc. It gets checked just about every day. The neighborhood box is just for family letters. My Dad who turns 90 this month, is one of the worlds great letter writers. Since I first moved to Florida in 1984, he has send me about 200 a year. I have every single one of them carefully stored. The are often just regular news, but they are the glue that holds the family together, and they are also the documentation of all the family history, going back to all the stories my father’s  grand parents told him 80 years ago, like how my great grand mother walked alone, the 90 miles to Belfast, and got in 4th class steerage to begin work as an indentured servant in a wealthy home in NJ. It was 1868, and she was 12 years old. Through years of toil she was able to bring her siblings to America. She never saw her parents again. Somber, but a great reminder of how comparatively wonderful my life has been.

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-ww.

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3,000cc Corvair (lower compression) engine

Builders,

Below is a look at an engine I just finished a few days ago. It is my own personal Corvair engine. We have several customer engines going together in the shop now, but I assembled ours in advance because I am shortly going to run a series of comparative tests with nitrous oxide injection. While the possibility of harming a motor is slight, you obviously wouldn’t test with an engine you are going to send to a builder.

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Above, break in run in our front yard. The engine is a 3,000cc displacement with 95 HP heads set up with a .050″ quench height. It has my own 5th bearing design as seen in this story: Group 3200, Wynne 5th Bearing .The Compression ration is about 8.4 to 1.  My intention is to run the engine primarily on 90 octane ethanol free fuel, commonly available in Florida for boats.  It’s only advantage over auto fuel is that it stores a lot longer without degrading. The engine will have no problem digesting 100LL, but I want to have a long term first hand study of lower octane fuel in Corvair powered planes.

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Above, I have actually owned this engine since 1991. It came in my 1967 Corvair Monza that was my daily driver for many years, accumulating 100K miles including a lap around America, ( look at the photo in this story: 2014 Conversion Manual Notes ) It went on to be the 2,775 cc engine at first flew in our Zenith 601XL in 2004, It was the test engine for my 5th bearing design in 2007, and it is staging this re-appearance as a 3,000 cc.  The engine has had roller rockers since 2004, and may have been the first engine ever to fly them. (No, they don’t make much power difference nor make the engine run cooler, both are misconceptions based on marketing claims which are only valid in limited circumstances.) To read more, look here: Pros and Cons of Roller Rockers. Over the years the engine has accumulated many details, most of which are things that we tested and found not to be a great value to most builders. If you look closely, it has ARP case studs (2003) ARP head studs (2004) and powder coated aluminum pushrod tubes (2007). and group 1800 powered coated lower baffles (2012)

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Above, a look at the topside. Almost all of the external conversion parts are our regular stuff. The engine has a HV-2000 rear oil case, a 2400-L Starter set up (the nose and bracket are powder coated black), a #2601 Gold oil filer housing, a #2802 block off plate, and an Adjustable Oil Pressure Regulator, #2010A. The top head nuts on the engine are Small Block Chevy rod nuts. This was an idea that morphed into #1706 head nut hardware, something Dan Weseman provides with finished heads.

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BTW, I was forwarded a picture of a first time builders enginge, a 3000cc motor. This guy made huge issue of objecting to using .041″ aircraft safety wire to hold the baffeling on the cylinders of his engine.  You can see this in the above photo as the neatly done stainless fine lines running at the base of the #6 and #2 cylinders. This is done because 3,000 engines have different cylinder castings which don’t fit the stock Corvair baffle clips. We have been using Aircraft safety wire for this task for more than 15 years, (because we used it on 3,100 cc Corvairs also.) The person, who evidently knows nothing about aviation, said “Bailing wire has no place in aviation.”

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Bailing wire? I have personal touched, with my own hand in museum restoration settings, a Lockheed SR-71, a North American X-15, and a Rockwell Space Shuttle Orbiter, all of which flew with Aviation Safety wire, so contrary to our new ‘expert’, it is approved for mach 3, mach 6 and mach 17 flight, as well as mach 0.12 experimentals.  Here is the stupid part: his forwarded photo shows that he painted his pushrod tubes flat black, which I have told people never to do because it makes them run very hot and gets the o-rings brittle. You know what actually has no place in aviation? People who can’t read. Perhaps a person shouldn’t be quite so proud of being from a state that ranks 5oth in the Nation in public education.

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Above, The engine at power during a 1 hour break in run. The differential compression test showed that the cylinders were perfect. The engine also has an #1100 cam:  Sources: Group 1100, Camshaft. This profile actually has slightly longer exhaust lobe duration than cams traditionally used. This doesn’t have a giant effect on normal engines, but it is a very desirable feature on ones using nitrous oxide. After some more time on the run stand we are going to progressively hit it with doses of N2O at 20, 25, 30 and 35 hp. The idea is to establish what is a safe level of power boost for 3 minutes. Contrary to what most people think this is not hard on an engine, as long as the fuel pressure never drops. I have worked with N2O on engines dating back to 1982, the stone age of commercial nitrous. Pushing a 550hp V-8 to 900hp is hard on it, but looking for a 20% power increase is not. Smaller engines like a Corvair flowing very low rates may run many minutes on a standard 10 pound bottle. The valve covers shown are the standard ones we sell in group #1900, like the ones pictured in this story: E-mail Now: Custom Valve Covers Available Through Monday.

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Nitrous boosts power in 3 ways sequentially: It is actually injected as a 1000 psi liquid, who’s basic evaporation robs all the heat out of the intake charge.  The temperature can easily drop below zero F, even in a hot motor. Then the N2O is compressed and heats above 800F, the molecule breaks up in a dissocation reaction, which raises the pressure in the cylinder, and frees up the oxygen. N20 has nearly twice the mass of oxygen as air, and this is then burned with additional fuel sprayed in. Think of this as performing a take off with your plane at a density altitude of 5,000′ below sea level. N2O works great, but it is very intolerant of anything that aggravates detonation, like not setting timing with a light, or using the wrong plugs, letting the engine run lean or not reading the instructions.  When you hear stories about to blowing up engines, smile politely and nod, and think “WW said it wasn’t for everyone, particularly people who can’t read.”

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I have no “secrets.” I have tried to teach everyone all the things we have learned over the years. Secrets are for people who want you to idolize them, have themselves remain ‘mysterious.’ To me, the only thing mysterious about such people is why potentially rational people abdicate from their ability to consider and learn, instead opting to spread myths about some alleged talents or knowledge that you are not allowed to look at. Think back to how people talk about others who own powerful vehicles, and realize that a lot of this is a weird form of hero worshp, peoplably because it takes less effort than learning what is going on.

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 Yes, I know a lot about Corvairs, but the goal has always been to share it with other builders. That is what the last two decades have been all about.

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-ww.

Group 3200, Wynne 5th Bearing

Builders,

I occasionally get questions about my 5th bearing design, which is Group 3200 in our manual numbering system. I developed it about a decade ago, thinking it might serve in special applications. Over many years, it has been conclusively proven that the Weseman 5th Bearing, (Group 3000) actually covers all common 5th bearing needs, and does so far more cost effectively than my design does. For this reason, my design is not in production, and all the production engine I build use Weseman bearings. The photos below are of my own personal 3,000 cc Corvair engine being assembled.

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Above, My bearing is a non-splitting design, which moves the thrust bearing to the prop end of the engine. The bearing is the actual aluminum plate, machined to the shape of a 3.375″ diameter bearing with thrust faces that are 4.375″ across. The plate in the bearing area is coated by Poly-dyn in Texas, but it also flew 100 hours with no coating. Some people said it would never work, but you can tell they never saw the inside of a Lycoming, as the thrust faces on 180-200 hp 360 cid Lycomings are the crank running on the bare aluminum case.

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The bearing is assembled by having the front and rear thrust journal on the 5th bearing as separate pieces. In operation the bearing stays perfectly round, because it isn’t bolted together. In the photo you are looking at the front thrust face, which only handles reverse thrust in the motor, like chopping the power and letting the plane drive the prop on landing. For 95% of the engine’s life, the load is taken by the forward thrust face which is behind the main aluminum plate and working against the rear face of the plate. Oil is fed by the AN-6 fitting at the top of the picture. The design is unusual, and it’s origins come from driving long distances alone without a cell phone nor a radio, just my thoughts.  None of my last 3 pickups, nor our Suburban have had a radio.  That is 300,000 miles of uninterrupted thinking. I have come up with a lot of good mechanical ideas in those miles.

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The hub in the photo is missing it’s gold anodizing because it has been shortened. This was done so it could be the exact same length installed as a Weseman Bearing. This allows the engine to fit into a standard cowling, and use standard hybrid studs and safety shaft. The original design used custom parts and a long Gold hub, and was about 1.25″ longer.  I shortened this one so that our own plane can test engines equipped with Weseman 5th bearings.

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Above, The bearing with it’s oil seal cover bolted in place.  The seal rides on the stepped down face that is 3.00″ in diameter, the same as the back of the hub.  I only ever made a handful of parts sets for this design. The protoypes were expensive, something like $3,000 a bearing. I gave one to Mark Langford in exchange for his flight testing of the design (I don’t sell things that are not flight proven) He flew it 450 hours in his KR-2S. Other than a teething problem caused by trying to run too tight of a clearance in cold weather with 20w-50 oil, it had a good record. The while item in the engine is the nylon U-shaped block I use to stop the rotation of the crank when tightening the studs and safety shaft nut on an engine. The red sealer is Loctite 515, the same stuff used to mount a Weseman bearing. This is also popular as a sealer at the base of 3,000 cc cylinders, which do not use base gaskets.

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Above, Installation almost finished.  Note that shortening the hub required removing most of the front alternator pulley, leaving enough to act as the ring gear mounting point. This is OK, because my engine is set up with a Weseman rear alternator, #2950.This is another view of the nylon anti-rotation block in place. Note the case also had ARP main studs, these were installed as a test in 2003. In the long run they have proven to be a nice thought, but not required.

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If my sole interest in Corvairs was making the maximum buck or having my ego polished, I would tell every builder that this was the best 5th bearing, that it is “Technically Correct” and other BS to get them to spend more money and buy it. In reality, my goal it to teach builders about engines, and get them flying with the parts that best serve their own personal aviation  goals. When it comes to 5th bearings, this means advising builders to use a Weseman bearing, just like we do on production engines.

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Read More:

Sources: Choosing a 5th Bearing

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-ww.

Ignition part #3301-DFI, a new optional system.

Builders:

We are now in the testing phase of a new ignition system, The “DFI”. The title stands for “Dual Fixed Ignition”.

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Above, the system installed on a running engine gathering data. This project is now about 2 years old, as you can read in the related link below. With some more testing, this will likely become the premium ignition system in 2016.  We will still offer our other ignitions – E/P and E/P-X Ignition systems, (3301E/P and E/P-X) – but there are several reason why I have developed this new system.

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At it’s core, the DFI system has 2 Crane units, and has no advance. The primary is set for the full advance, the second Crane is bolted into the housing with retarded timing, which aids in starting. I actually had six base plates CNC machines before we settled on the amount of timing offset we have on the first production plates.

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Here are the advantages of the system:

It uses a Ford, HEI style cap instead of the Corvairs 1960’s distributor terminals; The timing on this unit can be set at idle, there is no requirement to check it at full static rpm; The spark is more stable because it is tripped with a star wheel rather than a point cam;  The spark is not affected by shaft wear; proper operation and care of the system doesn’t require the builder to understand and follow directions on working with points; The system will be the basis of other systems for turbo engines and very high altitude applications.

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The down sides of this system:

It is more expensive; In theory, the diversity of an E/P system makes it more resistant to failure from something like an overheat or voltage spike (But in the last 10 years we have never had a single Crane unit fail in operation, only  issues were where builders pinching wires under the cap or wiring it backwards) ; It is new, and although we are testing it, it will be a long time before it has the track record of our E/P systems.

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Above is half of the system running in my 1947 distributor machine. The base plate is machined from .250″ aluminum. You can see the mounting holes for the second unit. The cap is head on by studs, just like our E/P-X distributor. I sketched the layout of this on a piece of paper, but the real CAD work was done by Corvair/Panther builder Paul Salter. Paul lives at our airport, and helps out on countless tasks from CAD work to loaning me his truck for the 3,400 mile trip to CC #34

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Above, a look at the main shaft with the star wheel in place. The wheel was laser cut for accuracy. It was made for us by Dan Weseman, who in the course of producing all the parts for their Panther kits, has become even more of an expert in many different types of aerospace grade production, like having parts laser cut.

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Above, a look at where the design was a year ago. You can read this story: Ignition system, experimental “E/E-T” for a look at how we make parts, and what the logic was.  This is a good photo of the Ford HEI cap used on the DFI.

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Above, the unit on an engine in my hangar. The primary tests have validated these ideas:

The engine can actually be started on either ignition, as long as it is being cranked by a 2400-L Starter. Any normal starter will start it on the back up/starting retarded ignition; When being run on the back up, the engine looses a certain amount of power, but this loss is only half of the loss of running on 5 cylinders, (and any application we promote will fly and climb on 5 cylinders); The retard on the back up is enough to greatly suppress detonation if a flyer found himself with a detonating engine; The DFI fits and operated with all our other parts and systems, including the recommended ignition coils.

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As a side note, the testing also showed that it is a complete fallacy that a Corvair will make it’s full power potential with only 25 degrees of advance. I already knew this from years of Dyno testing and flying planes, but we captured this test on film. At Oshkosh 2015, an “expert” who has never owned a flying Corvair told people that 25 degrees was all the engine needed, and claimed he learned this on a dyno, which seems unlikely, as I just tested this and showed the engine to loose more than 100 rpm just going from 30 degrees of advance to 25.  It is a fee world, and people can listen to whomever they like, but if you want to be successful at building and flying planes, perhaps it is best to restrict one’s sources of information to people who are aircraft mechanics, pilots and have own flying planes and tested them.

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Following a flight testing, we will have more information on our products page.

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-ww.

2,850cc Corvair Engine Run – Don Murphy

Builders,

Below are a few photos from Don Murphy’s 2,850cc Corvair run done at our house today. The engine is a 110 HP model destined for Don’s Zenith 650.  Don is a highly experienced aviator; he flew medevac helicopters in both Korea and Vietnam. I take it as a compliment to our work when an aviator of Don’s experience and understanding chooses the Corvair as the powerplant option that makes the most sense to him.

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Above, Don’s engine running in our front yard. It started in 2 seconds of cranking, and put down a perfect 45 minute run. The engine features all of our most up to date systems, including a 2400-L ultra light in weight starter system. The engine is a 2,850 cc 110 HP engine set up with 95 heads. This motor will run on 91 octane car gas, or 100LL without issue. It is built around a Weseman Gen II 5th bearing, which all feature a billet CNC bearing housing. The crankshaft was processed as a pair by Dan and Rachel at SPA/Panther.

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Above, engine on the run stand, priming taking place. The plugs are out because it makes the prop easier to turn while priming. We do this for at least 15 minutes. Fram 6607 filters are only used on break-in runs.

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Above, oil drips off the rockers into the catch bins. It is stained red by the sticky engine assembly lube we used. We check the oil flow and prime every engine run this way, including all the engines run at Corvair Colleges.

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Above, Lucas ZDDP, found at most chain auto parts stores. It is $20, and it supplements the ZDDP in the Shell Rotella T for the break-in run. When adding oil before the valve covers are on, you pour it down the distributor hole.

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Grace taking a minute to film the movie linked below. In support of freedom and human rights she elected to wear her red, white and blue bikini. This is only a joke on the surface, as Grace is making a point that the most repressive regimes in the world always start by treating women as possessions and dictating what they can wear, often under pain of imprisonment or death.  Grace does not care how modestly any woman chooses to dress, she is just opposed to women being forced to dress in ways dictated by men.  In a world where 80% of the 3 billion women on the planet live in places where the government can dictate their dress, how many children they have, and even if they can learn to read, it is startling how few people care about this.

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Above, the first 25 minutes of any run should be done between 1,700 and 2,000 rpm.

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Above, the engine running at 2,500 rpm for the second half of the break-in run.

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Above In the middle of the run, one of our neighbors came home to pick something up in the “company vehicle.” Landed in his front yard for five minutes and took back off with a very smart looking maneuver. Seemed very fitting background for the first run of Don’s engine. Below is a link to a movie of the run:

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Above, gratuitous dog photo. Scoob E gnaws the head off his stuffed red squid, but gently naps one minute later with his stuffed dog.

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-ww.

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