Builders,
This letter came in from Pietenpol builder John Francis:
“William, I attended CC #20 and was happy to have my case checked out by Roy and get it assembled. I am slowly gathering the parts I need to complete the engine. What engine components are necessary to have my engine running at a Corvair College? Or, perhaps it would be easier to list those I don’t need ie carb, alternator, prop, etc? Perhaps as you publish the numbered groups you could put an asterisk by those that are needed to get an engine running at a CC college.”
Above 49 of the 70 Corvair builders at CC#20 in Hillsdale MI June 2011.
John, Thanks for your note. Looking at the photo of the builders at CC#20 brought back a lot of memories and made me think of all the things we will get done at Colleges this year.
John has a very good on line builders log with lots of pictures of his project. I borrowed this one of John at CC#20 from his site at : http://www.mykitlog.com/kringle/
I borrowed this one also, it shows Johns ‘closed case’ with an original Dan Gen 1 bearing installed. This is one of Dan’s original housings, the first 120 or so were heat-treated castings. Today they are made from CNC billets of 6061. Dan made the switch to take out a lot of the different steps in the manufacturing process like working with a foundry and heat treater. They cost more to make as a billet, but he kept the same price to builders.
Above, Spenser Gould, designer and Builder of the SP-500, with his first engine run at CC#23 in Palatka Florida, June 2012.
…..You are correct, it is easier to list the things that live on our run stand that a builder doesn’t need to bring. Looking at the above photo from#23 for reference, the test stand comes with:
Full exhaust system.
intake and carb and throttle connections, and hardware.
its own self-contained fuel system.
All the ignition components except the distributor.
It has its own bushings and mounting hardware.
the stand uses the cooling baffle on all the test runs.
Propeller and mounting hardware.
.
To run, engines don’t need a charging system. However, you will see a lot of them running in pictures with the Front alternator bracket (2900) in place, because the inboard bracket for this item fits behind the ring gear, and it is much easier to mount it before the ring gear and hub are on.
The only part of the ignition you need is an E/P distributor or a dual points one.
The intake on the stand is designed to mate with welded on head pipes that match the pattern I developed in 2004. I also have a set of adaptor pipes that mate the stands intake to stock Corvair heads, but this takes a bit of time, and I often try to run these engines last at the Colleges. If a builder is using his own custom intake pipes on the heads, he needs to make a set of pipes that will mate to his heads and to our intake. I will put in a good try to run such engines, but they go last and we don’t guarantee that we can do it. We have succeeded in about 4 out of 5 tries in past colleges.
Virtually all engines run at the last few colleges had Gold oil systems. One or two had stock GM ones. If you have an old remote oil filter system, you need to bring your own filer, housing and hoses. Six or seven years ago the run stand had these items mounted on it, but they are no longer there. If you have questions on this call or write. I would like to run a lot of engines at Colleges this year, it is a very big mile stone in a builders progress that is always a special event.-ww
Builders;
A sample of the mail on the topic of “the Rules”
Zenith Builder/flyer Andy Elliott ( a.s.elliott@cox.net )writes:
“I liked very much this particular part of your last posting, and am working on a rewording for posterity. Please review and provide editorial comment if you like, since it’s going to be attributed to you, unless you tell me otherwise! Airfield Entry Sign:
“WARNING: You are now leaving the regular world, where score is not kept and it is always someone else’s or society’s fault. Here, score is kept, by the impartial judges of Gravity, Physics, Chemistry and Weather. Regardless of your good intentions, civil laws, or religious beliefs, here the death penalty is in effect. It is still considered cruel here, but it is not that unusual. Outside you may be important or protected, but here you will only find security and success by your own efforts to learn and abide by The Rules. You are now on the property; the game is in play.”
Andy, I actually like your version better. It would be nice to see it posted at an airport to see if anyone got it.-ww
“hmmm, an ex -38 driver building a Corvair powered Midget Mustang…..sounds eerily familiar. Have your agent contact my agent. We should talk.”
3,000cc Waiex builder Greg Crouchley writes:
“Amen. And thanks for continually striving to point this out. The life you save next might be mine. Best regards, Greg”
Builders,
Here is a sample of from the mail:
A letter From Jeff Moores, Merlin/Corvair builder and flyer from Newfoundland Canada. Jeffs story of building and flying is in this link:
“Hi William, I flew my Corvair/Merlin today from our frozen pond on Full lotus floats. Everything worked perfectly. The temperature here today was -10C so I preheated the engine for an hour with the heat gun and scat tubing setup. It started immediately as usual. Taxi on the snow was easy as there is lots of power available only needed about 1200 RPM to get it moving. The takeoff run was only about half the run required on water. From the pond to the hangar is uphill, but I was easily able to taxi right up to the door!!! I’m so pleased! -Jeff “
On the topic of the “Getting Started” series, Pietenpol builder/flyer Gary Boothe writes:
“I love this stuff! Even though I have one plane and engine under my belt (engine was closed up 8 years ago!), this is a great review as I prepare for #2. I now have 3 cores, all able to make use of one of the options…Gary”
On the topic of the “Getting Started” series, Builder Robert Sceppa writes:
“I have just had my crank reground, safety shaft made and its in the shop for nitriding, ala Pramod. The front gear was removed before it is nitrided. Its an 8409 crank and I suppose I have to have that gear put back on, but its no problem I have some one that can do it.”
Robert, sounds like you are working on an ‘Allan Able’ format engine. It is good to have resources and skills available at that level-ww
On the topic of the “Getting Started” series, 750 builder and CC#24 grad Charlie Redditt writes:
“I love the numbering system, and since you obviously don’t have enough to do 
I might suggest an accompanying list of specialized tools (like the gear puller you mention above) that go along with each group. I’m sure that such would be mentioned in any instructions or videos for each group, but a tool list is really useful for tyros like myself.”
On the topic of the “Getting Started” series, Builder Dan Branstrom writes:
“This is an obscure point, but I think I remember asking about the original GM nitrided cranks, because a bunch of original Corvair engine parts still in the cosmoline were sold from the cache of a former mechanic in San Diego, and I met someone who had scored one at a Chapter 1 open house. As I remember your comment at the time was that the ion nitriding used today was superior to the nitriding used by GM when they manufactured them. Of course, since it’s a new crank, and a 5th bearing would be added, I imagine that the difference in nitriding wouldn’t make any difference.-Dan”
Dan either of the two processes, done correctly, work well in our application. Cranks from GM, Moldex, and Weseman’s 8409 process are Gas nitrided. Cranks that are from Nitron and Wesemans new cranks are Ion nitrided. Nitriding by either method involves keeping the crank at very elevated temperatures for many hours. After this process, the cranks need to be checked for straightness. A good number of them will require the work of a skilled crank shop with either a brass drift or a press. After either of these operations, that spot needs to be rechecked with a magnaflux test. Moldex does this when processing cranks. Dan’s 8409 process has an additional step: the cranks are all stress relieved for many hours in an oven before any work is done to them. When they are later gas nitrided, they never warp nor require straightening. The process is a little more expensive because of the two heat treatment cycles. Where many people speak of nitriding ‘warping’ cranks, in reality the heat of it is just stress relieving them. If this is done first in a separate operation, the nitriding, by either method, has no detrimental effect on straightness.-ww
Builders,
Here are some of the letters that have come in the email:
On the passing of John Moyle, builder Ned Lowerre writes:
“Hello William, I am sorry to hear of John passing away. I met him several years ago at the Copperstate Fly-in. I was new to aviation and considering building a Sonex. John was working the Contact booth and quick to point out they had printed an issue that consisted of mostly Sonex articles. He then left the booth and personally escorted me to the booths of engine venders that made engines appropriate for the Sonex. He spent at least two hours with me and had never met me before. Your description of John is right on the money. He will be sorely missed.
Ned”
On the passing of John Moyle, builder Matt Lockwood writes:
“Blue skies and Tailwinds, John. WW- Thanks for posting such great info on great people in this little endeavor.”
On the passing of John Moyle, builder Dan Branstrom writes:
“I’m sorry to hear about John. He really was as you describe him, a kind, interesting person. After we met at CC #5, we ended up meeting once where I live, and we talked via emails between different aviation events. It was always great to see him and talk aviation and other things. I miss him.”
On the Cherry grove trophy, Zenith Builder Brandon Gerard writes:
“When I first got into the idea of homebuilding, it was because I thought it was the most affordable way to get into the air. In the few years that have passed since, I’ve learned a valuable lesson. I can buy a used plane for about what I’d spend on building a kit, but it would never mean so much to me as the one I put together with my own hands, on my own time, and with my own particular touches added in.
My eldest daughter and I went to the Zenith rudder clinic a couple of years ago, and she wrote our names and the date on the inside of the rudder as we built it together. Knowing that will be part of my airplane means more to me than any airman’s rating or homebuilding award ever could.
I came into the Corvair movement to get into flying in some kind of affordable fashion. What I found here is so much more than flying on the cheap. There’s a philosophy that speaks to the low-and-slow part of the aviator’s soul within me that I didn’t even know was there, and I found at CC#16 a group of people with whom I felt a genuine kinship. I left there with a distinct feeling that I’d finally found my people. Thank you for that.
Life’s responsibilities have kept me from making much progress over the last couple of years, but the desire still burns. I will run an engine at a college, and I will fly into another in the plane I built with my own hands (and my kids’).
And some philanthropist somewhere needs to buy Bernie’s old shop and turn it into a shrine. The man designed and built what would become a timeless classic, and did so while working a regular job and raising a family. His message: Keep it simple. It’s time for me to simplify my life and get focused on the things most important to me, and a great, big one is sharing my love for aviation with my kids in a meaningful way, something more than getting a magazine every month and watching every aviation-related TV show I can find. I’ll be seeing you at a college soon.”
Builders,
Here is a sample of the mail:
On ‘Getting Started’, Zenith 750 builder Blaine Schwartz writes:
“William, What a great idea for planning the build and keeping track of progress. I volunteer to create a basic excel spreadsheet that you can make available for those who want it. They can embellish it any way they want, but it would come to them with the basic numbering schema and whatever info you want to get them started. Just let me know if you want me to do this.-Blaine”
On ‘Getting Started’, Zenith 601XL builder and flyer Phil Maxson writes:
“After having created a rather complex spreadsheet for the nuts and bolts needed for the build, I’m pretty familiar with what would be needed to create the full itemized list in a spreadsheet. I would love to create that for you. Would you be willing to let me do that?-Phil”
Blaine and Phil- I appreciate the offer from both of you. Phil has some of this already, so I am going to ask him to work on it a bit and come up for numbers on the five samples in the last instalment. Blaine, I know your really good at this stuff, but I want to stay on your 750 project, we need a few more of these to come on-line in 2013.-ww
On ‘Getting started’ builder Bruce Culver writes:
“You know, William, the thing of it is, the Panther billet crank for the Corvair engine is actually a work of art when you look at it. Just look at the photos – things like this end up in the Museum of Modern Art as examples of the best in industrial design. It is absolutely beautiful, as is the notion that you will never have to wonder about its history or previous use or care…..Bravo! It would almost be a shame to seal that inside a case, but I have no doubt it’s what I’ll be using. I was trained as an artist and wouldn’t buy “ugly”. Jeez, that’s pretty…..”
Bruce, I have picked up and carried around in my hands hundreds of Stock corvair cranks in the last 25 years. They weigh 26 pounds, and they are not hard to grasp with one hand, even if they are oily. I have given Dan a hand with some of his new cranks and carried them with protective oil on them. They are so smooth to the touch as to be noticeably harder to carry one-handed. They not only look good, they actually feel good to the touch. Lexan top cover? Maybe.-ww
On ‘Getting Started’, builder “Jaksno” writes:
“This is an awesome series! You are a lot like a world-class coach. Much appreciated. I’ve seen the information on the main website, of course, the EAA webinar, and more. But this ‘review’ of sequential process with highlighted decision points couched in logical recommendations is gold. Thanks!”
Friend, thanks for the positive energy. when dropping us a line please let us know your name and what you are thinking of building.-ww
On the topic of Corvair College #25 in Leesburg FL, Builder Jim Nelson Writes:
“So where is the sign-up place. I’d like to visit the College at Leesburg FL. I could not find where to do this—Jim”
Jim, we are going to have more info shortly. I am the guest speaker at the Leesburg EAA chapter, 9am Saturday the 26th if you are in the area. We will college details here after I return from the meeting.-ww
On the topic of Corvair College #26 in California, Builder Ron Applegate writes:
“Hi William, Ron Applegate here. You speak of a CC in Chino…any idea of a date for the College yet? At least two of us here at Rosamond. Thanks…”
Ron, We are looking more at May than any other month. I have a number of factors in the decision, including Weather (we had considered March) and other shows. I have bi-weekly conferences on the phone with the two people who are in on the planning, and we will let you know as fast as we get past a few variables.-ww
On the topic of Corvair College #2X Builder Douglas Cook writes:
“Any plans for another college in the Pittsburgh PA area? I went to #20 in Hillsdale and would like to attend another not too far away.”
Douglas, One of the things we want to do in 2013 is the “Corvair air tour” I mentioned in the last mail sack. If we can get this in gear for the summer, we will certainly pass through your area. Phil Maxson has mentioned wanted to have a Jr. College at his place in NJ. Lots of good ideas, but I have to balance them with regular work and orders.-ww
On the topic of ‘Intakes and internet myths’ Zenith 650/2700 Builder and PhD manufacturing engineer Becky Shipman writes:
“Simple procedure for criticism of earlier engine designs: 1) Understand the goals and motivations of the person who did the design. 2) Assume he knew what he was doing based on available technology at the time. 3) Then look at what has changed between now and then, and then point out why his assumptions are no longer valid. 4) If one assumes everyone who came before them was stupid, one will never learn anything beyond what one can come up with oneself. 5) By and large, I think the people who built airplanes and engines 50-75 years ago were really smart but working off a much smaller technology base, with more limited materials. 6) Their stuff still needed to work, and if it didn’t it was relegated to the scrap heap. “ToolBuilder” clearly is unable to learn from the intelligence of others, and will therefore never be smarter than he is now. 7) A pity he feels the need to demonstrate this on such a regular basis.- Becky”
Builders,
Here is a sample of the mail on a whole bunch of topics:
On the “Bear-vair”, 601XL Builder/flyer Scott Thacher writes:
“Hi William. I looked over the last photo of you holding the bear in the prop blast and noticed a great optical illusion! Note that your arm and bear appear in the prop blast while your other arm and body appears to be in front of the prop! Scott Thatcher (getting closer to the first 100 hour mark)”
On the “Bear-vair” Zenith 750 builder Dan Glaze writes:
“William, I started working on my engine at CC 17 and ran it at CC 20 and have been to 3 colleges since my engine ran, the reasons? great fun , great people, and helping other people get to their prop blast grin is more rewarding than anything I can think of.On top of all these reasons I learn more from the college gang on every trip and feel confident that I can do any and all maintenance and repairs needed to keep my engine running for years, looking forward to the next college!! Dan-o”
On making a reality plan for 2013, Dragonfly builder and CC#22 Grad Guy Bowen writes:
“2012 was an active time for the Corvair part of my Dragonfly. After CC22 I received my Weseman-processed crank, finished cleanup & paint on my block, after plasti-guaging the mains installed the OT-10 (everything looked great). I sent my core heads to Mark Petz and ordered my 2850 kit. In 2013 I plan to, if the financial gods are pleased, order my Dan Bearing get my core engine built to the short block stage. I plan to test my hanging rudder pedal configuration, finalize and install my panel and start on my engine cowl and firewall installation.”
On the subject of “Steel tube fuselages and accidents” Builder Ron Brown writes:
“Absolutely love it.Your right on target. Having witnessed my share of crashes at the strip starting at Rialto and Fontana late 50′s . continuing on to OC. Lyons and Pomona,they were horrific but nothing compared to the carnage that I experienced in Helicopters during my 2 tours in Vietnam. Give me Warren Truss 4130 over semimonocoque 2024 any day! – Ron”
On the subject of up coming Colleges: Dan Haynes writes:
“I missed the Texas colleges while deployed to Afghanistan. I’d sure like to see a college in Texas in 2013. Dan”
Dan, Welcome back, we are glad to have you home. We don’t have the 2013 Colleges set in stone yet, with the exceptions of the book end events, #25 in Leesburg FL on April 5-7th and the year-end event in Barnwell in November. We had spoken with Kevin and Shelley, hosts of #22 in Texas, and they are willing to do another great one, but we may skip a year in Texas. I have given a lot of thought to a 2013 “Corvair Air Tour” where we would get a number Corvair powered planes to fly a circuit of one day stops around the central US, maybe 12 or 15 days total. If we could pull this off Texas will certainly be on the tour. More info will be here as it develops-ww
On the topic of “carb choices ” builder “Irish” writes:
“This is the right blog for everyone who really wants to understand this topic. You realize a whole lot it’s almost tough to argue with you (not that I actually would want to…HaHa). You definitely put a fresh spin on a topic which has been discussed for many years. Great stuff, just wonderful!”
In response to my comments about certified composite aircraft and safety issues Builder Scott Black writes:
There was a Columbia here in Quebec that did a hard bounce on a touch and go. The pilot heard something funny and elected to continue to the airport where his mechanic operated. On landing he almost fainted. The entire aft fuselage had delaminated due to the resonance set up when the airplane bounced. It was being held together by just a few exterior plies of composite. The mechanic called the insurance and was told it was a known issue and to put the airplane in the back of the hangar and cover it with something and to keep their mouths shut. So it is not just wings and spars that delaminate. The fact that he left a safe runway with a structurally damaged airplane is a separate issue!
Scott-that particular issue, a landing gear resonance so bad it takes the aft fuselage apart on the Columbia has happened more than once. It is alleged to be caused by mismatch in tire pressure exciting the frequency of the gear. I am pretty sure the aircraft you saw was trucked to FL for repairs.-ww
On the topic of making a real plan for 2013 progress, ATP/CC#17 Grad (and RV owner) Warner Sportser builder, Bill Zorc writes:
“I really want to get my Corvair engine finished!!! My Warner Sportster is coming along nicely, and with the upcoming Corvair College in April of 2013, I have a good shot running the engine. Mark P has my heads, and they should be ready by then he says. I need a 2850 kit, and would like to get the Weatherpak connectors on my distributor. Any other long lead items I would like to order now also, so I’d appreciate some advice as to the proper prop for this engine/airframe combination. It will weigh in at the 1320 limit for light sport, although the airframe is supposed to be good for 1500 lbs. 114 sq ft of wing area, a top speed of 120 , and a cruise somewhere around 100 or so is what I’m looking for. Since there aren’t any of them flying yet with the Corvair would it be better to use the ground-adjustable warp drive? If so what length?, Bill”
Bill- I think your best bet is a 2 blade 68″ Warp Drive ground adjustable. You can order one of our flycorvair.com products page.-ww
On “the worlds strongest Corvair/ weather pack connectors” Builder Mark Gardner writes:
“Bravo! I work in the automotive repair industry and was planning to use weather pack connectors on many of my connections. This has been a proven system and makes a very neat and tidy build. I’m glad to hear your now doing this as well. The tool and connectors are easy to come by and they work like a champ!”
On “Darwin where are you?” 601XL builder Oscar Zuniga writes:
“William: Darwin is alive and well. His premise was that only the fittest would survive. Those who do not read (or write, or heed) their POHs are doomed to drill it in. After enough cycles of this, only troglodytes will still exist and roam the earth. And what good is a check from your hull insurance company for the full amount of coverage going to do you when they toss it into your coffin?”
On “Darwin where are you?” Bruce Culver writes:
“I expect that when the chap who opened his door in flight gets the bill for the repairs, he will have learned why one doesn’t open the door in flight. Of course, he’s lucky he’s alive to pay the bill…..”
On the topic of Corvair College in Leesburg FL Builder Skip Beattie writes:
“Leesburg for #25 sounds great to me. I couldn’t make #24, but I will be ready in April and I live just down the road in Citrus County. Just before Sun ‘n Fun would be a good idea as well. (Planning to mount it in a Fisher Celebrity)”
Skip- It will be a fun and productive event. I will speak to Jim and Rhonda Weseman about flying their Corvair/Celebrity over-ww
On the passing of noted Aviation writer Mick Myal, his daughter Julie Myal Castro writes:
“What a wonderful way to remember my dad…..I had no idea that he had such a profound impact on other airplane enthusiasts. Thank you for the insight that even I didn’t know!!! Julie”
On the passing of noted Aviation writer Mick Myal, Editor Pat Panzera writes:
“Very nice. Thank you so very much for this.”
On the passing of noted Aviation writer Mick Myal, His wife Sue wrote:
…this was a tribute beyond words…And…thanks to you too for sending it on…I will pass on to our kids and MIck’s many “airplane buddies”. Sue
Builders,
If you have not met him, let me introduce Dick Otto, your fellow Corvair Builder. Let me tell you some impressive things about Dick; The 601XL that he scratch built over the last five years is really nice. He has diligently put together a first class engine while building the airframe. Although he doesn’t feel great every day, he still gets out to the shop and works through it. Although he doesn’t yet have a licence, he is pretty sure its just another skill he is going to pick up when the time comes. Dick is an easy-going guy, he has been to a number of California Colleges, and everyone who met him liked the guy. Oh yeah, the last detail that puts it in perspective……He was born in 1921.
Below is a letter that dick wrote in a few days ago. The Woody in the story is 601XL builder/flyer Woody Harris, our West Coast man. A lot of the reports I get on Dick’s progress come from Woody’s house calls, where he always is impressed by Dick’s workmanship and his work ethic. Note in the letter he is talking about redoing a panel that isn’t up to his personal standards. The letter gives you some Idea of the fact that Dick is over 90, he still remains the head of his family, never backed off caring for them. Below the letter I included two photos of Dick at previous Corvair Colleges, along with some notes to give you a better idea of who your fellow builder is. Answers to his wiring question is at the very bottom. Hats off to Dick Otto, senior ranking Corvair builder.-ww
PS, if any of you builders would like to drop Dick a note directly, his email address is: dickotto10@gmail.com
“I read all of your articles in the morning before I go out to the shop to work on my plane. I am still at it and am going to finish it. My engine does not look as good as most of those that you print pictures of. After spending about 8 hours trying to install the Weseman 5th bearing I called Woody with questions. He said he would come out and help me. I picked him up at Bucanan airport in Concord. It was quite a challenge. I think I turned the crank over about 6 or 7 times but we got it. I also installed the high volume oil pump. During the summer I took a break. I bought a used class A motor home that needed a lot of work. My daughter,son-in-law,and me took three trips in it. Still work to do on it but it can wait for now. My grandson passed away in March after battling Systic Fibrosis for 33years. It hit my daughter very hard. One of the reasons I bought the motor home so we could get away. The wiring has been my biggest thorn. Yesterday I decided to start over because I did not like the way it looked. I formed a new panel and am now in the process of laying out the new look. I do have a few questions about the wiring of the distributor. I have the E/P distributor. Your wiring diagram shows two coils but no wire running from coil B. How does the spark get to the E point? I have made the A coil my primary. – Dick”
From Corvair College #18, 2010. On the right is our oldest builder, Dick Otto, of Concord, Calif., 89 years young. If you have some doubt about what determined people can do in homebuilding, consider that Dick’s airplane and engine are essentially done. It is a built-from-plans Zenith 601 XL. Many people who have seen it will attest to its outstanding craftsmanship. This is Dick’s first aircraft project, and he’s still a student pilot. His progress has not been impeded by people telling him what he should be doing at his age or what makes sense. Good path for builders of all ages.
From Corvair College #11, 2007. “Standing beside me at right above is Dick Otto, Corvair builder from Northern California. Although Dick just got into Corvairs this year, he brought an entire collection of engine parts meticulously prepped. We used his stuff to demonstrate case assembly and installing the piston-rings-cylinder assemblies. Dick was a real trooper, working during the chilly mornings and staying late into the night. He drove about 100 miles to get to the College, and to stay close to the action, he chose to camp out near the airport. As it was Veterans Day, Dick shared with us the experience of crewing a self-propelled 105 mm in a U.S. Division drive into Germany in Spring 1945. Now read this sentence slowly: Dick Otto is 86 years old. He logged time in the mid-1930s, but has not piloted an aircraft since. He has a common story where a youthful love of aviation is interrupted by the responsibilities of a family life. But he’s absolutely serious about returning to aviation after a short 70-year break. If his prep work for the College is any indication, I’d say he’s a strong bet to take to the air again.”
Wiring notes: E/P Distributors have three wires coming out of them One from the points goes to the negative side of the back up coil. The Electronic unit has two fine wires. The one with the yellow trace goes to the negative side of the primary coil. The one with the red trace goes to the positive side of the primary coil. Don’t mix these up, it will burn out the unit in an instant. The points coil has a condenser on the negative side. The electronic coil does not use a condenser. Each of the coils is connected on the positive side to the A/B switch. By setting it up this way, selecting the electronic ignition runs power to the coil, and in turn power flows down the red trace wire to the electronic unit.-ww
Builders, Here is a sample of the mail on aircraft finishes and how professional builders and magazine editors distorted the perception of traditional craftsmanship:
Cleanex builder and flyer Dale Williams of SC writes:
“William, You are singing my song here about aircraft finishes! I’m currently painting my “Cleanex” with a very experimental method that many would run from i.e. aluminum boat paint put on using a series of rollers. The paint itself is a three-part Acrylic Urethane Enamel. After applying the paint I’m doing a bit of sanding and using some 3M rubbing compound to turn my 20′ paint job into a 10′ paint job. The swirls and final polish will be done with Meguiars #9 Swirl Remover. This paint goes on extremely thin so the weight of the applied paint verses the finish is easy to control. I do not yet have mine finished as I’m awaiting the trim colors from the supplier before I can apply the numbers, striping, and graphics. Here is a photo of the Cleanex belonging to Clarence Dunkerley that used the same paint and application method:
I’m sure you remember Clarence from CC # 21 at Barnwell, SC:
These are indeed “industrial” paint jobs but also are “experimental” and the money saved goes under the cowling where it belongs. Besides, I learned something by doing it this way! Thanks for a great story and having the courage to write it. Dale N319WF a.k.a. Myunn- daughter of cleanex”
701/Corvair builder, CC#20 graduate Terry Samsa writes:
“Very interesting and quite compelling. I like you even better after that than I did already. Thank you for becoming part of the solution rather than remaining part of the problem.”
Terry, I wrote the second half so that no builder working in his own shop looking at the results of his efforts ever mistakenly compares his work to that of a paid professional who has spent a career getting very good at the skill, and who’s budget puts any tool, material or process in their hands. The magazines had countless stories that implied that you were looking at the work of other regular builders, and I think thousands of builders at home were discouraged by their own results in the unfair comparison. I wanted rank and file traditional homebuilders to have actual confirmation from a former insider that what the may have suspected was actually more true than they knew. I don’t need to be thanked for it, it doesn’t risk my work nor business relationships, my involvement with that side of experimental aviation is long over. -ww
Pietenpol Builder/ATP Terry Hand writes:
“What happens to a business/association that supports and even rewards such dishonesty in “builders”? Fifteen years later they have a CEO who thinks flying a Stearman and a T-6 is staying in touch with the common man, and building huge chalets to rent to Corporate America while spoiling the view at Airventure for the little people is a good idea. And once he is fired his replacement is a guy that bought his degrees from a diploma mill, and everyone thinks he is a great guy. Maybe he is a great guy, but I sure can’t Google and find anywhere that he has owned up to his mistakes the way you did in 2,500 words. That’s where all of this has taken us. Thank you for all that you do- not just for Corvair builders but for all of experimental aviation. -Terry.”
Builder Bruce Culver writes:
“Another timely and revealing essay on the basics of homebuilding, and the ‘dark side’….. Long ago (I joined EAA in 1982) I had a small library of homebuilding books, and I am now replacing those. I just acquired all of Tony Bingelis’s books off eBay, and I remember how much I learned from them many years ago. As for my paint, I was looking at a paint supplier’s website, and marveling at how much money would go into enough paint to do an airplane. I figured it would take as much money as building one of your Corvair engines (or close to it). Since I am doing a “warbird”, I will go for a satin sprayed finish, and it won’t be using paint that costs $335 a gallon….. Echoing others, we owe you a debt of gratitude for helping to make aviation affordable for those of us really bad at picking winning lottery tickets.It was frankly sad and disturbing to see EAA engage in such fraud, but it is obvious they have “moved on”.And 95% of the people going to Airventure won’t have any idea any of this is happening. I have two framed copies of “The Man in the Arena”; one will go into my office, the other into the workshop, a reminder to me that nothing worthwhile comes without struggle and sacrifice. And that is as it should be……”
Builders,
Here is a sample of what friends wrote in about the story of my Fathers 87th birthday and the importance of Fathers and people of courage in this world. The story also brought a number of private emails where people shared thoughts on their relationship with their Father that I found very moving. In many ways I think my Father is very typical of men of his generation, and for this reason the story about him brings people my age to think about their own dads and the role they have played in our lives. Our family had a very good day together in NJ, and I hope that most of you had a chance to spend some time with your fathers over the holidays. -ww
New England builder, CC#14 Grad, and USN Seabee Dave Simon writes:
“Always glad to hear about your father, William. I fondly recall a few hours visiting with him about the Navy and the Seabees at CC in Massachusetts. Happy Holidays! Dave”
NJ 601XL Builder/flyer Phil Maxson writes:
“I honor your father, a true American hero. Your note describes his accomplishments, but I always remember him as a delightful, humble man with a broom in his hands cleaning up the hangar in preparation for a college in your hangar in Edgewater. I am very glad to have met him.But I honor you as well. you have dedicated your life to making flying, safe, achievable and affordable for many people. You have taught me more than anyone else about how aircraft and engines work. I am in your debt. We members of the Corvair movement are in your debt.”
DC-3 owner and man of adventure Tom Graziano writes:
“William, Thanks from one of the 3%…Tom”
Builder Jackson Ordean writes:
“Right on.-JO”
Builder Dan Branstrom writes:
“Amen, and best wishes to all, especially Grace Ellen and your families.”
Builders, Here is some of the mail on the topic of what will we accomplish in 2013:
Newfoundland Merlin on Floats Builder/pilot Jeff Moores writes:
“Hi William; great to see you back “on line.” It is quite cold here now and I am anxiously waiting for our pond to freeze enough to try flying my Merlin on floats from the ice. During my Christmas break I rigged up a preheat system for my engine and tested it. Very simple; just a 1500W heat gun, some scat tubing, and a snowmobile cover tied over the cowling to keep the heat in. At -6 deg. C after 1 hour it was warm enough to try. I was very surprised when, after four shots of prime, it started instantly.
I am now working on a method to be able to easily move the plane in and out of the hangar. One cannot move it backwards in the snow because the step diggs in, so I have to be able to get it out moving forward and get it back in also moving forward and be able to turn it around in the hangar. I’ve flown skis off ice before but not Full Lotus floats, so this is all a learning process. I’m taking my time and proceeding cautiously. – Jeff”
Florida 750 builder Tom Griesemer writes:
“Glad your back. Haven’t had anything to read for almost a month. 1 flaperon done and deburring the right wing skeleton on the CH750. Most importantly was the hot tanking of the Corvair case. Full speed ahead…”
Midwest 2850 cc 750 builder Gary Burdett writes:
“I am close and I plan to spend…..wait a minute…. I’ll get back to you, Honey Boo Boo is on.”
Very funny Gary…-ww
