Improving communications……a little reading goes a long way.
Friends,
We have recently had a number of new builders get started, and I am going to take a few moments to share a few basic things that go a long way to improving communications and having builders make best use to the information and parts we offer to build and fly their aircraft.
First: Reality Check: we are a mom and pop company that offers products that are noted for being affordable and proven. We are also known for meeting builders in person at several major airshows, several colleges and numerous house calls each year. All of these things take time and cost money. Nearly every week someone who hasn’t bothered to read our website will do three things at once: He will tell me that I should hire one or two more people for the front office, That I need to give him a price for making him a “180hp Corvair flight engine, turbo normalized of course”, and he will send me an “invitation to join Linkedin, the on-line network of professionals.” This will usually come from a guy who ID’s himself as “Flyboy26” and it will all say “sent from my verizon blackberry.” Experience has shown me that this guy stands a 1% chance of ever building a plane.
Below is an actual series of emails from a guy. I am sure he is a nice person, probably a better human than me, but it illustrates that a lot of our mail comes from people who have not taken the time to understand that our mission is supporting builders who want to learn, build and fly. We do much better with people who understand that we are small and we support a specific goal. We have a long track record of helping people who are willing to learn and get their hands dirty.
“William,I’m thinking of building a LSA Buttercup and want to buy a used Covair 100 hp engine for it. Where can I buy one, how much is the Covair Collage fees and how long is it? What is the fule burn at cruse? “
Does this sound like a person whose goal is Learn-build-fly? Note that the first thing is looking for a deal on a used engine. Reading a half hour on our webpage will find 20 places that explain that the college is free and there are several articles on fuel burn. People fixated on fuel burn and finding deals on things to avoid expense and having to learn are very rarely happy in experimental aviation. Note also the attraction to a challenging aircraft to build, one that will only be completed by a person who is really interested in learning and craftsmanship.
“William, Craigslist produced a guy with a 1964 110 hp Corvair engine with 75,000 mi on it for $350. This is not listed so there must be good reason not to consider it. What do you say? “
My manual specifically list this as a good engine for aircraft conversion. Maybe $59 is a good place to start. I do not like thinking that jumps to conclusions, “so there must be some good reason…” Maybe just reading the information would be better.
“What is the price for me to redo an engine including the cost of the collage vs. buying one you have rebuilt to fit a Buttercup? “
Again, 30 minutes on the site has all the information that says the colleges are free and also covers the costs of building engines and what we charge for fully rebuilt ones. Engines we build come with manuals and information, they are the “owner/operators manual” for them. Honestly, I am reluctant so sell anything, especially a complete engine to a person who has a hard time getting basic information from our webpage or from our books.
“I’m looking for a fast and very fuel efficient combination and I like the looks of the Pulsar. With the Rotax 80 hp it delivers 150 mph burning 4.8 gph. Do you think the Corvair 100 hp would deliver 180-190 mph at 5.6 . More importantly will it fit and will the weight and balance work out? Here is a spec page for the Pulsar: http://pages.prodigy.net/lisaturner/, What would the engine,and firewall forward, with starter total cost look like?”
OK, the basics here. Pulsar is out of business, and has effectively been for a long time. Drag doesn’t work like that, it is a squared function, meaning twice as fast is four times the drag. If this persons assumption was true, then all you would have to do is put a 240 hp engine on a pulsar and it would cruise at 450 mph. If he read our webpage, he would find out that we have built stuff for Pulsars, it was only to fit the ‘super’ model, it has flown, it isn’t a great across the board combination, and we were careful who we promoted it to.
At the end of this series I have received 6 automated emails from “Linkedin” telling me that I have to respond to this man’s invitation to join that online ‘network.’ If linkedin works for anyone, I am happy for them, personally my world view is that we need more people who have mastery of a specific skill or have developed craftsmanship. To me business networking is about “who you know” being more valuable that what you know, a mind set I detest. I find it very odd that people who believe in business networking often never put their address nor phone number on any email they send. Maybe a good old returned phone call isn’t new-age enough for them.
I am not picking on this guy in particular, I get 30-40 emails a day just like this. I am only suggesting that a little reading goes a long way, and anything builders can do to get a little background is much appreciated.-ww
Mail sack
Friends,
On the topic of $59 books vs $1,000 engines and how these often make several cycles through the market; Pietenpol builder/ATP CC#24 grad Terry Hand writes:
“William, Did you at least catch the area code on your caller ID, so when we do see the eBay/Barnstormers listing, we can warn our friends? I had to take my daughter to the “Doc In A Box” on Thanksgiving Day where she was diagnosed with Strep Throat. While I was calling trying to find a clinic that was even open on the Holiday, at least I had the manners to thank them when I called for even answering the phone. Amazing! Semper Fi,-Terry”
Terry, The guy wasn’t really all that bad, he was just typical of people looking for a bargain, not really looking to learn something. If learning building and flying are the goals, reasonable people understand that a better approach would be more productive. – ww
Builder Bruce Culver writes;
“Rinse and repeat………”
On the topic of carb location, Piet builder Harold Bickford writes:
“William, There has been plenty to consider with the last three topics. Gravity feed for a fuel system certainly fits the “simplicate and add lightness” dictum from DeHavilland and others. And we know the system works with the Corvair. A steel tube fuselage is now on the list of changes to the Pietenpol project. I agree we reserve the right to become smarter. Though the whole project will end up representing more time and money than the original estimate (and it was only an estimate) the end product will be a far better aircraft. thanks much,-Harold ”
Harold, don’t take my comments on steel tube fuselages to mean that every aircraft has to have one. I just wanted to get people thinking about these concepts. The wood fuselage on a Piet is fairly stout. The existing plans for Steel tube piet fuselages are not good enough for first time builders to efficiently work from. The Grega plans at massively over built; The flying and glider steel tube plans are for a short fuselage and do not have enough details. I have seen other notes, but they include things like left hand doors. I have spoken with two very skilled aircraft plans draftsmen about the idea of a modern set of drawings, but nothing is in motion.Unless you already know something about welding and are good at planning some details, I would stick with building a Wood Pietenpol-ww
On the subject of CC#25 California builder Lauren Williams writes:
“William, a bit off subject for this site but on for understanding our machinery…I’m of a mind that everyone should earn their car (or plane for that matter) by building it from parts. If you have to go to school for a year in able to do that, cool. On the other hand if you can’t develop enough mechanical understanding, manual dexterity and respect for machinery to be able to build your own car maybe the whole world would be a safer place if you didn’t drive. Just a wild, alternative reality thought brought on by listening to too much traffic radio. I drove professionally for 15 years and truly believe that a third of the folk out there are exceeding their experience and training levels while another third are borderline psychotic or seriously depressed and just not paying attention. Respect your machinery.-Lauren “
On the subject of props: International aviator of adventure Tom Graziano writes:
“After studying airfoils for several years (Roncz and Riblett rock!), I turned my attention to props. Anyone wishing to learn about propellers should definitely get a copy of Jack Norris’ book – Propellers, The First And Final Explanation – available at: http://www.propellersexplained.com/ . They should also check out Jan Carlsson’s website: http://www.jcpropellerdesign.com/ . I’ve corresponded with Mr. Carlsson and he has loads of propeller knowledge along with an affordable and very much worth having propeller design program. Using a little Jack Norris lingo, Mr. Carlsson “gets it”. One should also take a look at the articles written by the late Paul Lipps, and the Whirlwind clean sheet RV series propeller http://www.whirlwindaviation.com/props/rvseries.asp (Whirlwind “gets it” too!) Just as I learned when studying airfoils, I discovered there is much misinformation, ignorance, old wives tales, and tradition (“don’t confuse us with the facts”), out there when it comes to propellers.-Tom”
Tom, to add to your comments on prop design, I would like to echo your feelings about Norris’s work. What I particularly like about his work is how it is based on using existing respected information with a new way of working with this data. I have read a lot of his work and it is good. I actually think the website is a little ‘over the top’ with a few dozen exclamation points per page and it doesn’t accurately conviegh that Norris work is based on very sound scientific work. I particularly like the stuff he contributed to the CAFE foundation tests. His position argues that optimized props will have the same thrust distribution curve. Note that he isn’t saying they will all have the same blade shape.
Over the years I have read a number of designers argue that they discovered some particular blade shape that made all other designs obsolete. This argument never grabs me. Besides how unlikely it is that a guy working alone would discover something that eluded all the engineers at NACA, Pememunde, The Soviet bureaus and labs in Great Britain, It isn’t logical to think that one blade shape suits all aircraft. One other point: neither the worlds fastest prop driven aircraft (Tu-95) nor the worlds fastest piston engined plane (Rare Bear) have props shaped like the “secret undiscovered design” these people always claim to have “discovered.”
Above, A Soviet Tu-95 ‘Bear.’ This aircraft has held the title of world’s fastest prop driven aircraft for 52 years. Rarely seen in the west, few people appreciate how big it is, it is roughly the size and weight of an early DC-10, about 80% the size of a B-52. It has eight props that are 18 feet in diameter. The aircraft is capable of 575 mph, (about 140mph faster than a P-51D) With the airframe going mach .82, the rotating prop tips are essentially sonic. (so much for the theory that prop tips above Mach .90 don’t make thrust) Yet still photos show the blades have a conventional planform. This aircraft first flew in 1952 and entered service in 1956. The Russians still built these airframes in the 1980s. If a dramatically better prop design existed on earth, the KGB probably would have found it in 30 or 40 years of looking. If it was patented, I am pretty sure they would not have cared. 60 years into flying, they still have the same blade shape. There are no ‘magic’ prop designs.
Above is a photo of Rare Bear, the worlds fastest piston engine aircraft. It is a modified Grumman F8F with a Wright 3350 cid radial. Several props were tried, but the three blade shown used paddle blades from a P-3 Orion. If highly tapered blades were the secret answer, someone forgot to tell these people. This plane has made a two way pass at 528 mph.
If you are working on completing your first homebuilt, it is my strongest advice that you work with a proven, ‘off the shelf’, existing prop that has flown on your airframe/engine combination before. Props are interesting, and good information about them is educational. But keep the goal of getting your plane done and flying focused. There are no props that would offer substantially better performance on a Corvair powered aircraft than the proven models in popular use. Conversely, investing in a radical or new design, or letting someone talk you into an unproved design can have a very detrimental effect on your project. Building and operating an experimental aircraft is a long series of good judgement calls based on proven information. Choosing a known prop for your first homebuilt is one of these calls.-ww
Mail Sack, Thanksgiving.
Friends,
Here are some letters on various topics. On the subject of Machine vs appliance, USAF (F-4)/ATP, 601XL builder Bob Pustell writes:
“I like your comments about machines verses appliances. I have spent several weeks reinstalling my overhauled 65 year old Franklin engine into my 65 year old Stinson airplane. Both are marvelous machines. Both are good for another 65 years. I could have done the installation more rapidly (or hired someone to do it) but part of the charm is doing the work, making the wire runs look orderly, getting the push-pull cables rigged just so, etc etc. The only down side to this infatuation is that the effort required to keep a two thirds of a century old airplane airworthy cuts deeply into my building time. I am enjoying myself.-Bob “
Zenith 650 Builder and CC#22 grad Brian Manlove writes:
“William – and even “appliances” are not immune to the habitual machine lover… as can attest the numerous “gone forever” toasters, fans, and other consumer stuff that cannot escape the hand of the person who hates waste. Count me in for April – that will hopefully be my run-time. Thanks.”
Builder Don January writes:
“doing a great job, hope to fly soon corvair is done working on panel”
Builder Tom Griesemer sr. Writes:
“Absolutely!!! I want to be the first to sign up as Leesburg is only 75 miles from my home. I have only just started my engine (which you helped me find) but would like to bring it. I will be there. Thanks William.-Tom G.”
Sprint builder Joe Goldman writes:
Where my Sprint currently lives, Roy Hall , the owner of the place has a good crank and other parts for the OX5. He also has a restored but uncovered fuselage and I think wings for a 1927 travelair 2 seater just sitting there next to me. He also has a lathe that is 110 years old, still used with its AC/ DC electric motor and leather belt drive. It is geared for cutting various threads and my axles were made on it. My Corvair engine comes to Florida in Feb. Anyone wants to drive or fly, (Lantana airport is close) is invited. It is amazing where building a plane and a Corviar engine takes you. PS In 1968 I bought my love a 1953 stude starliner.-Joe”
On the subject of Corvair College #24 reviewed in pictures:
Aircamper builder Jon Coxwell writes:
“William, I want to thank you for all the time you spent with my engine at CC#24. It was such a joy when it finally fired up. I am certain that if I had tried to fire it up on my own that it would have been very frustrating. Now I know it runs and move forward. I hardily recommend to anyone using a Corvair to get to at least one of your colleges. My engine is now back in my shop on the bench. I read through the 601 installation manual in the motel on the way home. There is certainly a lot of good stuff in there and I found a lot things that indeed will apply to my GN-1 (piet look alike). I anxiously await the manual you are preparing for the Pietenpol. Each College that I have attended, I have learned something new and made some new friends as well. I want to pass on, that my son was impressed with what you are doing and I believe he thoroughly enjoyed himself. I certainly enjoyed having him there. Living 2000 miles apart means we don’t see much of each other. Thanks again for your help and the great experience.-Jon Coxwell-GN-1 Aircamper”
SP-500 builder, Pratt-Whittney aero engineer and Corvair College#23 grad Spenser Gould writes:
“Impressive photos from cc24, looks like a lot of good process was made at the event by the builders, having my engine run on the stand in cc23 was very inspirational. The work from You, Dan & Ed is a big part in keeping the homebuilt movement going in today’s world.-Spencer”
Builder Dave Gingerich writes:
“Mr. Wynne, could you please send me an email address for Dave Aldrich. I would like to get the data for the Sensenich prop shown. I have a computer program that computes the thrust and horsepower for any speed and any rpm. I have data for the C150 prop, but haven’t been able to get any for a typical prop running on a Corvair powered slow airplane.”
Dave, Mr. Alderich is still working on the plane for the prop. Other than Corvairs, the only part of Aviation that I have some degree of mastery with is props. I have been a dealer for a number of different brands, tested dozens, collected a lot of data, set up an FAA prop repair station, and was lucky enough to have both Ernest Jones and Vance Jauqua as personal mentors on propulsion. ( this is like being able say your two guitar teachers were Jimi Hendrix and Eric Clapton) Let me offer this modest observation: All computer programs are based on an algorithm. Even an incredibly complex set of equations is going to be an incredibly simplified model of what is actually taking place. It is likely just OK at predicting behavior of run of the mill props because that is what virtually all the models are based on. Such a program isn’t going to be accurate at all in predicting the behaviour of a smaller diameter/ higher rpm prop like a Corvair. Ernest Jones had a PhD in this subject, and he directly showed me how a very complex 3D computer wind tunnel model of a prop,spinner/cowling/windshield model reviewed on one degree angle of attack increments painted a different picture of the required prop. If you want to learn more about props, read Fred Weick’s 1930 book. If you want a good prop for a plane your building, data from flying pilots is a far better predictor than computer programs.-ww
Zenith 650 builder Brian Manlove writes:
“I’m really enjoying your posts once again… and sad that I couldn’t go to CC24. I just stopped by Kevin Purtee’s house yesterday and had a great visit. His garage is quite a testimonial to the great people in the Corvair world. It makes me feel really good to know that I am in the company of such folks and walking a proven path… and I’m inching ever closer. I just finished the right wing for my 650, started on the left, the fuselage is right around the corner. I want to finish N129BZ in 2013. Please keep the comments coming… I hope y’all have a great time at the event, and I’m looking forward to getting to another one as soon as I possibly can.-Brian”
Mail Sack, 11-18-12, Steel tubing, exhausts, advice….
Friends.
On the subject of Steel tubing and risk management;
601XL Builder and Flyer Ron Lendon writes:
“WW, I really enjoyed this article and was in the drag racing game in the 1970′s as a mechanic. Some of those experiences have prepared me to expect the unexpected and like the Boy Scout motto “Be Prepared”. The learning experiences of building and flying the Corvair powered CH601 have been one of the most enjoyable and exciting endeavors I have undertaken to date. Now that I’m getting older and wiser, I will be paying much more attention to the details of the proven path. Thanks for persisting my friend.”
Pietenpol builder, CC#24 grad, ATP/USMC, Terry Hand writes:
“William, You are correct that safety is not a “one trick pony”. Safety is a combination of choices, not just a single choice of steel tube over wood, for example. Safety is also a recognition of the human factor. The pilot who practices his/her emergency procedures, particularly his or her engine failure procedures, knows and flies the glide ratio of the airplane and keeps their skills up is far better, in my eye, than the pilot who kicks the tire, lights the fire, takes off, and then thinks nothing will happen when they fly 10 hours per year. But, as you have said many times, it is not safety. It is risk management.”
DC-3 owner, International aviator of adventure Tom Graziano writes:
“William, Spot on about the crash worthiness of steel tube fuselages. I’ve been around more than a few crashes. Steel tube holds up/protects the best IMHO. One AT802 crash in particular pretty much had only the cockpit remaining intact – the CSAR guys couldn’t believe the pilot survived, let alone got out and staggered down to a river to wait for rescue. (Pilot did sustain a fairly serious concussion from the ordeal.) My latest project is definitely steel tube. There are some good threads about crash worthiness over on http://www.homebuiltairplanes.com
“I will be changing my fuel tanks from a straight aluminum tank to a polypropylene tank inside an aluminum outer tank/box. Adds a little weight, but its a price I’m willing to pay for the extra margin. Self-sealing bladders are probably the best way to go, but their weight, maintenance, life limit, cost, and availability makes them not so feasible to me. I’ve decided to install self-sealing breakaway fittings at the tanks and one or two other key places. I saw a Super Cub crash once where the fuel lines pulled away from the tanks and drenched the occupants with fuel which self-sealing breakaway fittings would definitely have prevented. Fortunately, there was no post crash fire. I believe homebuilders give too little thought or serious consideration to flammability and fire. Toxic fumes from foam, upholstery and other things can kill just as fast as fire….”
Builder Tom Griesemer Sr. Writes:
“The 1960s were — individuals worth admiring.
This paragraph is so true…-Tom G”
Tom, I can think of no better example of the poisonous effects of celebrity culture and how degrading ‘entertainment mentailty’ is than Bruce Jenner. Once a genuine American Champion in the 1970s, today portrayed as a buffoon for the benefit of ratings and consumerism. I know a number of people who work in the national media. The only bias they share is an obsession to find a flaw in any effort, the gap in a personality, the small error in any advancement. This quest to degrade or critique betrays their very ugly view of human nature, a grotesque view that does not acknowledge, and can not permit, the recognition of a Champion or a Hero. They will never focus on how Jenner trained 8 hours a day for 6 years, living near poverty, to defeat the Soviet state trained athletes in the 1976 decathlon. Yet they gleefully show you his fall where he is brought to the pettiness of dealing with a vapid family without a single redeeming quality. They do not believe that an individual, even through intense effort, should be allowed admiration of society.-ww
Builder, CC#5 grad. and linguist Dan Branstrom writes:
“Both my parents spoke Swedish first. My dad, because he was born in Sweden, and my mom, because she lived in a farming community composed of Swedish Immigrants.For her, it was easy, because her mother had been a school teacher. My dad learned English after he immigrated to the U. S. at 17. He put himself through an academy (high School), two years of college, then seminary, and left for China at 26 and learned to speak Chinese. I asked him what the hardest language for him to learn, and he answered, “English.”
I wrote all that because I understand how difficult it can be, particularly with all the homonyms we have and our hodgepodge of spelling rules we have because our language comes from so many disparate sources William, you do things with a flair, but you flare a tubing or an airplane.Knowing you, you probably flare an airplane with a flair.To get even more ridiculous, a very dramatic person at the scene of an accident would light a flare with a flair. Thanks for the essay on construction modes. The only thing I’d add would be that a good system of restraint is mandatory. At least a 4 point seat belt should be used.-Dan”
I include this note from Dan to show that he functions as my editor when Grace is out-of-town. The corrections often come in stylish sentences like above. Dan lives in CA and has been part of the Corvair movement for a long time and has a very interesting family history.-ww
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On the subject of Zenith Exhausts and Advice, Zenith 750, 3,000 cc Builder and Flyer Doug Stevenson (First person to fly a 750 on Corvair power) writes:
“William, I certainly agree with you….these discussion groups can lead you far astray. Much better to go straight to the “horses mouth.” Regarding this topic, my pipes fit perfectly 1/2″ below my 750 firewall, but I do not have any exhaust gaskets between my exhaust pipes and the pipes coming out of the heads. Should I have used gaskets? My engine seems to run and sound fine without any gaskets, and I cannot detect any signs of leakage. (Doug, I would put gaskets in, it’s a good idea-ww)
On another subject, some time back, I complained to you that my coil splitter was defective and would not allow the engine to run properly. I finally discovered the solution to the problem, but not until spending many hours searching for a solution and having four very experienced mechanics try in vain for several hours to fix the problem. I even sent the new splitter back to the factory for replacement without solving the problem. What was so confusing was that when bypassing the splitter and wiring directly from either coil to the distributor, the engine ran perfectly. I even flew the plane on one coil without the splitter for a short period until I discovered what was wrong. The answer was that the coils were wired with reverse polarity. I had learned many years ago from my hot-rodding days in the 1950′s that it didn’t matter whether the coil was wired from the power source to the + or – side of the coil, the engine ran the same. However, not so with a coil splitter, because the diodes in the splitter won’t allow the current to flow in the opposite direction. I’m bringing this to you now in hopes this information disseminated by you will save some other poor builder the problems I endured. Thanks, Doug Stevenson ps: My engine runs like a dream. I’m really happy with it.”
Doug, Thanks for the note. KR builder/flyer Dan Heath reversed the polarity on his coils before flying last year, and it took a bit of head scratching then also. I have had builders suspect the coil splitter, but I have never seen one fail. You are correct, sharing this type of detail advances the movement. I define success in aircraft building as the comparison between what a guy knows going in and how much he knows when the plane flies. Learning isn’t a common goal in all experimental aviation, but it is in the land of Corvairs.-ww
2,850cc Zenith 750 builder CC#22 grad Blaine Schwartz writes:
“William, I appreciate your comments regarding internet builders. I reread some of these posts and it is very clear the author has never seen the business side of a wrench. People just don’t get it: Carl Sandburg once wrote “experience is the best teacher” and there are no words that are more true that. sometimes the truth just hurts. I would much rather seek out the truth based on proven techniques than risk my life on some phony internet expert. Please keep pursuing the pure unadulterated truth for us who use logic in our aviation decision making.-Blaine”
2,850 cc powered Zenith 750 builder/flyer Jeff Cochran (3rd Corvair powered 750) writes:
“William, Every once in a while the photos do not show up on the post. When I click on the icon, it opens a new window that says I am no longer logged on to AOL, and ask me to log in. Would like to see the exhaust photos because I have the same situation. The pilot side has melted some of the fuse skin. I will use your dowel method to bend it down slightly. Meant to ask you about this, so glad it came up.- Jeff”
Jeff, The issue with some photos is that I have taken them out of emails, Grace has a way of correcting this later, but you have to hit F5 on the computer if I sent it out wrong in the first place, sorry about that, I am a troglodyte. Inspect the skin and make sure it’s only paint damage.-ww
Builder Jackson Ordean writes:
” It is the very ‘attitude’ that you exhibit that some folks apparently don’t like is the main reason I tend to believe every word. Don’t change it. I don’t know what to tell ya’ about these guys ‘A’ and ‘B’, except they’re giving the alphabet a bad name.-unabashed fan and future college attendee.”
Jackson, Both A&B are good guys in general, but that doesn’t mean that their advice nor judgment are good to follow. Its OK to be a Fan of the corvair and/or the movement, but I like friends not fans. At Oshkosh a guy told me that I come across as a “know it all” in my writing. I said I was some thing of a “know most of it” on Corvairs. I asked he if he would prefer getting his building information from some one who knew less about the engine or was unsure about their data? I also pointed out that I always tell people I am a caveman, a Luddite, and I can’t paint, fly complex aircraft, sing, dance, do differential equations, be civil with annoying people, or (as Dan Branstrom points out) spell. I am still mystified on how this could be read as being a “know it all.”-ww
On crash worthiness, Sprint builder Joe Goldman writes:
“How about stress skin construction over aluminum .040 2024T3 oval bulkheads. The Sprint is the same size as the zenith 601 planes, 27ft wingspan, 19′ fuselage. and according to the designer uses 18′x4′ less AL sheets, then the HD601. If I am lucky stall at 38mph@1150lb with 9:1 glide. Off course I have to finish it to prove it.-Joe”
Joe, Sounds like a Sprint should fly a lot like a Zenith 601/650, which I think has a very good combination of factors. The 601s glide ratio was probably higher than 9:1 and is had a low min. sink rate. The Zenith 601/650 are a fairly good STOL planes, even if they are not perceived as such. Woody Harris just told be about landing his at a 1,400′ strip is a very remote part of CA and using less than 1/2 the runway.-ww
Mick Myal, aviation writer and editor, passes.
Friends,
Word came from Contact! magazine editor Pat Panzera, that Mick Myal, the founder of the publication, noted experimental aviator writer and editor, has passed away. Mick was known to thousands of traditional homebuilders from attending countless airshows, the books he published and the magazine articles he wrote, the but he will always be best remembered for founding Contact! magazine in 1990 and editing its first 70 issues.
Above, Mick in the yellow shirt captured in a humorous photo greeting the president of EAA Chapter #1,000 in 1998. This is how I think of Mick, out in the sun, meeting people, a smile and a camera. Of all the people I have met in aviation journalism, Mick was one of the very few to be respected by all kinds of builders. His work to document good ideas and the craftsmanship of individuals is timeless. People will be using the information in his publications 25 years from today.
When I was first getting started Mick and his wife Sue went out of their way to make sure we had an impartial venue in which to be heard. He arranged the engine forums at Sun n Fun for many years, and always included us in the roster, even when we were very small potatoes. They also published the first good story on our work and had our engines on display in their booth at airshows. I need to say that this wasn’t special treatment, 20 other small aviation companies could offer a carbon copy of this thanks to Mick. He liked, documented and offered a forum to all kinds of people in the world of experimental aircraft. He had planes and engines that he was personally fond of, but he covered anything that builders were interested in.
If you have gotten into building in the last ten years, it is very hard to appreciate how powerful aviation magazine editors were before the rise of the internet. Most of them assumed that their personal view of what was “good” should be the only thing to make it into the limited space. In the 1990s the then editor of kitplanes didn’t like anything low tech or simple. Even when we flew Corvair powered planes to airshows he refused to photograph them, and instead covered many engines that arrived on trucks as long as they had water pumps, a “PSRU” and EFI. Other editors would not cover a story unless they were essentially bribed with motels, rental cars and in some cases plane tickets. This was an unpleasant reality of our industry.
In complete contrast, Mick Myal impartially covered every story that made sense, he never let his personal preferences filter what got to readers. He pioneered having incredibly detailed user reports, loaded with real performance numbers. He broke the rules by telling people what planes actually cost to build. He had no advertising in his publications, and he was beholden only to subscribers. He was immune to flattery. He never spoke about his personal experience when there was a chance to listen to some one elses. In his later years, Pat often escorted Mick to airshows. When ever Mick stopped by a forum I was giving, I took the time to introduce him as “The most respected journalist in experimental aviation.” The ensuing applause may have made him a little uncomfortable, but I said it anyway, just because it was true.
While Contact! always covered airframe developments also, it is largely thought of as an engine publication. When Mick got started, the hand full of books and stories promoting auto engine were completely useless, and frequently dangerous bull shit. I spell that out in full so that people today understand that the ‘standard’ of the time was that it was OK to write stories that said auto engines that had never flown weighed less and were more reliable than certified ones. The people who made money promoting this never flew the stuff, but readers who thought they did often spent years building things that would never work or work just long enough to kill them. Before the internet, one man, Mick Myal, made a mission out of educating builders about the good, bad and ugly of experimental aviation. If you missed that era, I am here to tell you that those of us that lived and worked our way through it have very special reason to hold the memory of Mick in high regard. If you have a Corvair engine on your plane or in your shop, know that this man played a positive role in making that possible, in an era when it was really needed.
Mick was always sharply dressed and professional. To meet him, you might think he had a big machine, 40 or 50,000 subscribers. In reality is was a small fraction of this, but Mick was always after quality, not quantity. He probably never saw much of a financial return for his years of publishing, but you would do much better in measuring his wealth by the number and quality of his friends. At airshows in the 1990s that were becoming ever more consumer-spectator showcases, Mick’s Contact! magazine booth was always an oasis for technical people. It attracted a cast of real thinking characters like Vance Jauqua and Steve Parkman, at any given moment spilling over with builders all discussing things they tried and making sketches on paper and looking at each others photos. In the middle of it all, Mick would stand there with a slight smile on his face, undoubtedly pleased with what he had accomplished.
Blue skies and tailwinds to you Mick, thanks for many good things.-ww
Mail Sack 11-2-12, Panther engine, cooling systems.
Friends,
Here is a sampling from the mail sack.
On the running Panther engine, 601XL builder, CC#3 host Oscar Zuniga writes:
“It’s a beautiful thing, and November 1 will be a red-letter day on the Corvair calendar from now on. When I clicked on the engine run video and listened to a minute of monotony, at first I was disappointed but then I realized that THIS IS PRECISELY HOW WE WANT AIRCRAFT ENGINES TO RUN… monotonously, reliably, steadily, strongly, and without a skip or hiccup or a dip or blip of any of the needles on the instruments. Beautiful. After that crank runs enough hours to prove the engineering and concept, it should be made into a permanent display for engine lovers everywhere.-oz”
Pietenpol builder Harold Bickford writes:
“William, I’m glad to see the effort Dan and you have put in displayed with a running engine. It will be interesting to watch Dan’s flight test program with the new crankshaft. At the builder/customer level that means that as long as a good crankcase and set of cylinder heads are available that the Corvair has a long service life ahead with all of the other parts and spares readily available…See the USA in your Chevrolet indeed. (ok, Pietenpol/Corvair one day)-Harold.”
Zenith 750 builder and 7 time college grad Dan Glaze, aka ‘Dan-o’ writes:
“Very cool Dan, speaking of cool, where is your coat?? only 41 here is Ohio today CC-24 here I come, Dan-o”
Zenith 750 builder and CC#22 grad Blaine Schwartz writes:
“William and Dan, Congrats on the Panther first run! After working that hard, what a thrill for it to run so well. It sounds great! Thanks for blazing the trail for the rest of us! Now I can look forward to my next Corvair having a Gen 2 crank!-Blaine.”
Blaine, all the credit for the crank development goes to Dan, I just helped him bolt it together and run it. I have known Dan for almost 10 years, and he keeps getting smarter at a frightening pace. It reminds me of the original Star Trek episode “Where no man has gone before,” the one where Kirk’s friend becomes psychically all powerful. Fortunately Dan was born in 1975 and never saw the story so he doesn’t know that in the future I am going to maroon him on an asteroid to protect humanity.-ww
California builder Lauren Williams writes:
“Great Update! Really shows your enormous progress. Congratulations to Dan and Rachel as things are coming together.-Lauren.”
Prolific aircraft builder Tom Griesemer writes:
“Fantastic. Sign me up.”
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On the subject of cooling systems, Aero-engineer and 601XL builder and flyer Andy Elliott writes:
“I definitely agree with following the proven path whenever possible, and also deviating the minimal amount when not. Since every homebuilt airplane is unique in some way, some small deviations will probably always be required.
I recently gave a couple of well-attended presentations at the Copperstate Fly-In about Corvair flight engines, helped out by Woody Harris. During these presentations, I talked about lessons learned along the way to 500 hours on my 601XL and it’s very-Gen-1 3100. At the end of this lessons learned section, it was clear that most all the difficulties were caused by “less than optimal” operator choices 
, and I put this recommendation for up on the screen:
“If there is design, operational and/or maintenance guidance provided by
people who know what they’re doing, I strongly suggest you follow it!”
Like William, “I reserve the right to get smarter!”
Andy Elliott
Z601XLb/TD/3100
505 hours since 11/08
Mail Sack, 10-31-12, Patrick Hoyt and Philosophy of landing gear
Friends, the latest from the mail sack……
On the completion of Patrick Hoyt’s 601XL, Wagabond builder Russ Mintkenbaugh writes:
“Congrats to the Corvair powered aircraft builders!, Nothing motivates me more to keep the progress on building my Wagabond with Corvair power than attending corvair colleges and seeing and hearing other builders accomplishments when they take to the sky. I commend you both!-Russ”
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One more late addition to the Kevin Purtee story comes from builder Matt Keyes:
“Mr. Purtee,Thanks for a great article and a healthy dose of motivation. I’ve been putting this off for long enough while career and family building. Now my three-year old daughter is crazy for airplanes, so I hope this will become a father daughter project and something bigger over the years. Time to stop making excuses and start making memories! Thanks again. – Matt”
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On landing gear story (with philosophy of building sub-plot):
Engineer, Corvair/Dragonfly builder and CC#22 grad. Guy Bowen writes:
“He must be a Harley Hardtail fan…you should have moved the spring to the seat and welded the gear solid to the frame. Of course the plane would be a pretzel after the first takeoff or landing but at least the tires would look perpendicular to the ground for a while! The road cries no tear for those who must suffer for style.- Guy”
Truth be told, Bob’s M/C is a 1961 BMW frame with a VW type one in it, old school but not hard tail. A number of rigid gear planes have been built from PA-15 pipers to Steve Wolf’s Sampson. Piper was trying to save money, Wolf’s goal was never letting the gear have any negative camber for handling reasons. Your guess that this was a desire for a certain look, function be damned is on the money. I don’t argue with anyone on their choice of style when it doesn’t matter, but I don’t compromise on issues of engineering or function.-ww
Piet Pilot, 601XL/2700 builder, CC#3 host Oscar Zuniga writes:
“Now, that comment about the Texas Taildragger stung! I have a little over 30 hours in N5460Q, a C150/150 with the Texas Taildragger conversion and I don’t remember it having splayed legs. I took a lot of my early training in that airplane and I loved it. I’m going to have to dig out my old photos and see if it’s got the squats! And that idea about the spring in a tube- fabulous! Send that in to Doc and Dee for the BPA Newsletter! Now, to give an ‘amen’ to your closing comments about solitude, I can only say that some of the richest times in my life have been spent working alone in a hangar, on an airplane or engine. The airplane and the tools don’t care who you are or what letters you have after your name. They are at the same time teacher and student, doctor and patient, filler and drainer- and time in the hangar, for all the dirty and beat up it leaves you, also leaves you fulfilled, restored, and healed. Thanks for your candid thoughts on that.-OZ”
Builder Randy Cary shares:
“William, I have been following your Corvair journey for several years and at 65 have been bitten by the bug. I am having to reorder my life as in the past five years I lost everything that I spent a lifetime gathering. However, I have a wonderful wife, two great sons, good health, and a job that pays about one tenth of what I used to make. [ You might say that I rediscovered lifes’ priorities.] Needless to say life throws lots of different challenges in your way and you have to decide how you want to handle adversity. Your recent comments about your painful 2-3 year journey of discovery displays the result of realistic introspection and the courage to discuss it.
Having read a lot in my life, I have been drawn to your blog in part because I want to explore the world of the Corvair conversion process and learn how to tear down and rebuild an engine. However, the real attraction I have to your site is the content of your blogs. It is a rare treat to read honest thoughts and opinions mixed with philosophy that you have painfully accumulated over a lifetime.
I congratulate you on the courage to pursue your work with passion, honesty, and a directness that is rare in today’s’ world. Not only do you have a great talent to teach the gospel of Corvair, but also you have a real knack for writing as well. I look forward each day to your thoughts and enjoy sharing your journey. I hope to visit the Barnwell Corvair College for a day to meet you and see first hand the evidence of your talents. I would have signed up, but family obligations were in place and those come first.Thanks for allowing me an insight into your life. I look forward to meeting you.-Randy Cary”
Randy, there was a guy who we saw just about every year at Oshkosh. He politely advised me at least 4 times that I should just stick to the technical stuff in my writing, because most people just want to know part numbers and sources. He offered the honest addition that he “didn’t get” much of the other stuff, and he asked who I wrote it for. “Myself” I told him. I suggested he just read around the stuff. Years later I wrote a story called “Speaking of Courage” (search Three Aviation Stories at the top of the page) Same guy wrote me a long letter saying that it had really hit a nerve, brought up thoughts of friends long gone whom he had loved dearly. Said it meant a lot to him and said the story”was there when I needed it.”-ww
Corvair/Sprint builder Joe Goldman writes:
“I think there is some east european Jew somewhere in your past. -Joe”
Joe, coming from you I understand this is both a compliment and a comment on writing subjects that would have appealed to Franz Kafka. literally your 1/4 right. In 1915 in Passaic NJ, an 16-year-old Jewish girl named Rita fell in love with a young Irish Catholic police officer named Michael who walked a beat in her neighborhood. Their secret love survived his deployment to the trenches of France, and a year recovering from his wounds. When they announced their engagement in 1920, both families disowned them. It only made them count on each other more. They had a very happy and devoted marriage. Children William and Eileen came along in 1925 and 1929. Rita was a very successful business woman and Michael became Chief of Police. Michael had a series of strokes related to war injuries starting 1953. They gradually robbed him of speech, mobility, thought, and then life. Rita cared for him at home herself until he passed away in 1960.
When I was born in 1962, Rita was my only grandparent still alive. She was very cultured, articulate and traveled. She had many close friends and was unusually devoted to her 6 grand children. She knew more about Jewish/Christian history traditions and faith than any other person I have ever met. when I was little she taught me philosophy lesson #1, ‘men plan, God laughs’ She had an external joyousness and her life apparently wanted for nothing. I was the youngest of the 6 and lived near by, and took care of her home, the same one she had lived in since 1921. Being an idiot teenager, I could not understand why my Grandmother gradually had longer and longer periods of being somber in her life. At a visit with her cardiologist, an up beat man closer in age to me than her, the doctor blurted out something I had almost said, and certainly thought countless times. “Rita you have everything! What more could you want?” She turned to him and said in without emotion, “Just one more day on earth with my husband.” It was a quiet car ride back to the house. She died in the following year, 1986. I have had the 25 years since to think about how children and grand children are no substitute for the person you wanted to share your whole life with.-ww
Mail Sack, 10-23-12. Love Story and other Topics
Friends
Here is a sampling of the mail. On the Ed and Claire Jeffko story:
Builder Harold Bickford writes:
“Certainly real love is not possessive but giving and honoring of another’s dreams,hopes and aspirations. Edi and I will celebrate our 41st anniversary in November and that journey has seen individual and shared endeavors. In all of those instances it was a matter of wanting each other to go forward and grow with rich experiences. We also succeeded in passing that on to our four children who now as adults continue in the same manner.
Our shared interest in flying and building is itself a continuation of lifelong plans that are finally finding expression. We will run with that and enjoy the experience of learning new skills, meeting new people and making new friendships.
That Claire and Ed could know flying and building as expressions of who they are makes for a great discovery. They also had the capacity to give each other freedom in that regard. That makes for a very powerful commentary about how vows are lived out. Thanks for sharing and inviting. –Harold”
Zenith 750 Builder Dan Glaze writes:
“William, I too love to fly,someone ask me once if I could remember the first time that I flew,I sure could, I was 4 years old and remember spreading my wings (arms) and circling the back yard watching my shadow on the ground, at that moment I became a pilot. corncobs with feathers stuck in them and thrown into the air,rubber-band powered balsa airplanes,then control line and radio control. followed with the U.S. Airforce and then 16 year in the Ohio Airnational Guard.12 years building B-1B bombers and C-17 transport aircraft, and now a Zenith 750. My wife has always understood that I needed to be airborne and has always been very supportive.My Corvair engine has been running since the college at Roys last summer. Barnwell will be my 7th college and the 3rd since my engine ran and my wife insists that I go again. she knows that I need this fellowship with like-minded people and is so supportive, after 35 happy years of marriage she is still behind me 100% even though she herself does not care to fly. I likewise support her in the things that she enjoys.A Successful marriage is a 2 way street. Happy wife, Happy life. Dan-o”
Builder Matt Lockwood writes:
“Blues skies and tailwinds, Ed.”
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On the topic of You Tube Videos, Zenith 750/2850cc builder Gary Burdett writes:
“Since you got your new Cray XE6, you are spending much more time on the net it seems.You may have been better off as a trilobite . The videos do give a little eagerness to get done to those of us “almost there” though and we don’t have to spend hours surfing for a couple of good hits so maybe it’s working out. Thanks.”
Gary, The only thing Cray I have is some Robert Cray blues records from the 1980s. I am still a trilobite in an ooze of simplicity. This blog is written in the wordpress format that allows a cave man like me to update it without the assistance of my super genius IQ-207 wife. Our Traditional website is actually written in straight HTML code, 100% by Grace. She can actually type a translation in HTML as fast as I can dictate words to her. It took a lot longer to update the old site for this reason. I am covering a lot of ground on this site because we are heading into the home stretch before CC#24, which is the last event for 2012. A new guy attending this event will have a much more productive winter engine building season than a builder who postpones his first College until next season. Readership on this site has been picking up steady since Oshkosh and the Zenith open house, with a number of new arrivals since Contact issue #105 made it to subscribers. I want to get a good flow of information that gives these new arrivals a panoramic view of the Corvair movement.-ww
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On the topic of Unicorns vs Ponies Builder Charlie Redditt writes:
“I’ve enjoyed showing the below to my two young daughters, hoping to inoculate them a bit against consumerism.
https://www.youtube.com/watch?v=ULO68RYt_no
Just to say, our consumer cultural preference for unicorns extends to a lot of other stuff as well. What made the connection for me was the last quote, “because you see, the machine never really did exist. On my way this morning to get a 140 hp.-Charlie”
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On the topic of Cylinder head temps, Builder Jim Lobue writes:
“Always great to get practical tips and the reasons why. I was thinking about using the stock temp probe location, but everyone in aviation seems to use the spark plug, so that is how the sensors are designed.
I havent spoken to you in years. Yes, the Zenith project is way behind due to elder care issues, but not dead. Being active in EAA Chapter #96 keeps me motivated.-Jim”
Jim, taking care of the parents and family is a priority that we many of our builders write in about, something you have in common with at least 1/3 of the guys building a Corvairs. Planes are important, but family first. Glad to have you back in action.-ww
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On the topic of Billet cranks made in the USA, Builder Rick Byrd writes:
“put very awesomely william”
Rick, Thank you. Dan Weseman brought over two of the brand new cranks the other night to use my press to install the gears. The cranks looked magnificent. The fact that these are made in the US, from 100% US made materials means a lot to me. I like to support every effort to have manufacturing and its employment return to the USA. In aviation, quality counts, and the people who are solely driven by the quick profit motive who want to sell Chinese junk to American aviators have no morals. This includes the CEO of Cessna, who outsourced the C-162 to China. It was revealed by 60 minutes that this same CEO has included a fraudulent Aerospace engineering degree in his resume for the last 15 years. Guess what board of directors he sits on today (EAA). Fortunately each of us runs our own engine building company, and we can set the standards instead of accepting what the morally bankrupt corporate ‘leadership’ would have us buy.-ww
Ed and Claire Jeffko, a love story.
Friends,
I have exchanged a few emails with Claire Jeffko, and I asked her permission to share with you her letters about her husband Ed. I thought they are very moving letters. It made me think about how we all promise to cherish, love and support on our wedding day, but very few of us can say that we have always fulfilled our vows. Here is a letter from a woman who lived up to hers.
Above is a photo of Ed and Claire Jeffko. Among his many passions in flying, Ed was a Corvair guy. Last July Ed did not return from a flight in his Glasair over the Cascade mountains. It is very a rugged area, and the accident site has never been found. Many spouses in the same position would regret their loved one ever flew. Not Claire. Her letter is the finest example of how real love seeks to support the passions and dreams of a mate:
“William, Thank you for your kind response. Ed loved everything about flying and I mean everything. If he could have been a bird, he would’ve. He flew with the wind and was the most up to date and careful pilot I
have ever known.
When I first met Ed over 33 years ago, he was flying a little Cessna
150. Green. We flew every single day we could, which was often.
After we got married, we had the 150 for about four more years. Then
he traded it for a D-4 Cat to work on our property. Let me tell you,
a pilot without a plane is a sorry situation. I could only handle it
for a year and then forced the issue to buy another plane as he was
driving me crazy!!! So, we bought a Piper Cherokee which we still
have. The Piper turned Ed back into the man I knew and loved. The
man had to fly. When the Glasair kit came out we fell in love with it
and although it took more years than we wanted to complete the plane
we finished and had it signed off about two years ago. When our
grandkids saw the Glasair they were not happy. After all, we would
lug all their bikes, trikes, and assorted stuff over the mountains for 23 years. But, in the Glasair there were but two seats….Grandma and Grandpa seats. Certainly not grandchild friendly. I helped every inch of the way to build that plane and the N number was my birthday. Flying the Glasair was as close to heaven as we could get, especially with the clear canopy. We essentially were flying our dream.
And, so last July as he went to pick up one of our grandsons for the
summer, Ed and the Glasair 743CA went down in the North Cascades,
taking so many dreams with it. However, Ed was a pilot through and
through and wherever he is, I know he is flying. – Claire“
Claire also added:
“We may never find him. He and that plane were as one. But, I will search for him the rest of my life.”
If you go to a zoo and look at a tiger or a bear in a cage, you will often see them repetitively pacing in a trance. You don’t need to be insightful to understand that a wild animal in a cage looses it mind and all the elements of what made it fascinating in nature. All that remains is its body, and only the most ignorant observer thinks they are seeing the actual animal. On the other end, domesticated animals consider their pen home and are happiest with the security it seems to provide. In extreme cases they will return to, and stay in, their pen even when the barn is burning down.
Men with real value to their lives are neither wild animals nor fully domesticated ones. They have a full range of actions. Most men today have the domesticated end down pat. There are a lot of good aspects of this, but alone, it is unbalanced. Powerful forces of our society steer men to and reward them for becoming fully domesticated. There is no such general acceptance for the man who seeks to have his individual adventure, make his own path, reject the fears he was told to internalize.
Many spouses of both genders, meaning well, seek to protect and shield their mate, to prevent the possibility of any harm. Claire’s letter is the rejection of this. She understood that a large and integral part of the man she loved was a free bird. One can try to justify caging a bird by claiming to ‘protect’ him, but we know this only reduces one to being a warden, not a protector. Her letters speak of fulling and supporting all aspects of Ed’s life, all of his passions and facets. Her reward was 33 years with a full person, not half of one.
What makes aviators different? some one from outside of aviation would read Claire’s words as some type of accident story. People inside of aviation, people still committed to having full lives including adventure, read her words as a very moving love story. People outside of flying would only focus on Ed’s accident, and think of his ‘bad luck.’ Aviators, Ed included, would see just the reverse, that Ed was one lucky guy, because he obviously found the right person to share his life with.-ww
I encourage any one who wishes to share their thoughts on this to do so here. Ed was subscribed to this blog, and Claire will have a chance to read them. If you wish the note to be privately sent to her directly, just include that in the subject line and I will take care of it.-ww