Tonight at 9pm EST, I am going to update the inventory on a number of catalog items, including 2,850cc kits , group 1100 cam kits and 2202A Oil pan installation kits. These items are in stock, ready for immediate shipment.
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I am leaving for Oshkosh on the morning of the 15th. All items ordered before the 14th will be shipped before I depart.
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I can NOT take orders on line and deliver the parts at Oshkosh, to “save shipping” because the good people at the Florida Department of Sales Revenue insist I collect their sales tax on every item which I do not have a record of commercially shipping out of the sunshine state. Typical UPS shipping on a 2,850 kit is $55, alternatively the FL sales tax on the same kit is $169, thus builders are better off having the parts shipped right to their door.
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.Above, four sets of 2,850 pistons on rods, being assembled into kits.
I was visiting EAA chapter 534 in central Florida yesterday, looking at Zenith airframes which they acquired. In the paperwork was the logs and photos of the late Bill McManus, he was one of my earliest Zenith builders.
The photos brought back memories of him; On the surface he was a gruff chain smoking curmudgeon with a salty vocabulary, but if you spent the afternoon with him, and were secure enough to not let the cover tell the whole story inside the book, he was a real character, He was enough of a craftsman and motivated enough to build a 601XL in a carport next to his mobile home in just 16 months,
Back then, Gus Warren was our test/demo pilot, and he gave more than 100 people a demo flight in my 601XL. Gus’s father was a legendary CFI, and schooled his son rigorously in the art and science of being a good aviator, with a sharp focus on fundamental flying skills ……. It surprised Gus, when he turned over the controls of the 601XL in the demo flight, virtually every single ‘pilot’ tried to fly the plane without the slightest input on the rudder. I clearly remember that McManus was the exception, and when we later asked him about it, it turned out that almost everything he knew about planes came from a lifetime of flying Radio Controlled planes. I found it ironic that 1/3 the people who went on the demo flights wanted to tell you about their intention to fly IFR or discuss the stability as if they were Kelly Johnson, but none of them were capable of basic stick and rudder flying like the gruff guy huffing on Marlboros and dropping and occasional F-bomb. Go figure.
By the time we bought our Zenith Kit, I had already been working with Corvair flight engines for 13 years, but the decision to build the first Corvair powered Zenith brought us a flood of new builders, Bill Mcmanus in the first wave. He is long gone now, But looking at the 19 year old picture of me running his engine on my test stand, its a reminder that I’m here for the long run.
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Bills engine doing a break in run on my test stand 19 years ago. Yes, I looked like that once.
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Bills 601XL nearing completion. notice he painted it outside with the neighbors 25′ away. The guy was determined. The black lines were to his BRS chute.
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His airworthiness card was in the papers. Bill was a new pilot when he was building, and was unaware that weasels in the FAA aeromedical department had just argued to gain access to VA medical records without the permission nor notification of the individual veteran. Bill was a Vietnam vet and found out the FAA wanted to question things he and most Veterans believed were doctor-patient confidential. If you are new to flying and you encounter a pilot with a particularly low opinion of the Aeromedical FAA, understand it might have been formed by the FAA pulling stunts like accessing VA records without notification.
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The man himself, with his creation. Blue skies and tailwinds, RIP Bill, you were a real individual, and quite a character.
Last week I decided to have a commercial display at the Sun n Fun flyin in April in Florida. The last time I had a commercial display there was 2011, when the show was hammered by a tornado/squall line. I attended the show intermittently since, but not as a vendor. At Oshkosh this year, Sun n Fun’s new director of exabits Cam and found me and asked what it would take to have me return to Sun n Fun. She emphasized the show has a new management team, and a fresh take on operations. She sold me on it, and I rented a 50’x50′ display spot, #46 in the light plane area, right next to the grass airstrip.
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April 1-6 2025 is a long way off, but I’m going to be there all week, and I looking to have it as a gathering of Corvair builders and flyers. Mark your calendar, plan accordingly.
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Above, How long have I been building Corvair Flight engines? This photo is almost 30 years old, it was one of the first years I displayed at Sun n Fun. Yes, that is me in the green shirt, when I was 1/2 my current age. On the left is Gus Warren, who made many lasting contributions to Corvair powered flight, between us, Steve Upson, and extraordinary mechanic, first guy who worked with me on Corvairs, 35 years ago. The Photo was taken by Mary Jones, who was later my boss at EAA publications, and a very positive influence on my aviation writing.
Pictured is a two blade, hollow carbon fiber ground adjustable propeller, tailored for the Corvair my the French company Duc .(Pronounced “Duke”) This prop in my shop is the result of extended conversations with the staff of Duc. This is just the first combination to be evaluated, and the results form this will refine future tests, including the possibility of an inflight controllable model. Projects like this are part of the reason why I got our own in house test Zenith 601.
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As we gather flight information, I will share it with builders here. For now, special thanks goes out to two members of the Duc team, Gaetan Fouozing, who runs the US sales office out of Sebring Florida, and Michael Derderian, who was our engineering rep from the Factory. Both of these men have put a sustained, serious effort to advance this project. Many old guard Corvair builders know that I have been a dealer for or an employee off many well known propeller companies. They all have particular strengths and unique designs which excel in particular applications, but most people are yet to understand how the individuals in the companies make the difference on if the capabilities of the companies are accessible. There two men really know their companies products, and have done an outstanding job advancing this project. More news as it develops.
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Hollow carbon blade with an Inconel leading edge.
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The two piece hub, it is made from solid Carbon fiber.
These are pictures of a complete and test run 120hp Corvair, built by myself, and all the components to install it on a Zenith 601/650/750. These parts are all new, and were purchased directly from me in 2012. They are still current production components. The owner had a number for aircraft, this was just the FWF for a plane he will not personally finish.
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The engine and components are stored at the Mexico MO airport, same airport as the Zenith Factory, The engine and parts are available for immediate sale and delivery at the Zenith Homecoming this weekend, and I suspect they will before or at the event. I have verified that this is the engine I built, and that it was properly stored. I AM NOT THE OWNER, I am just trying to make people aware that it is for sale, and sharing some background on it, to save me from answering the questions individually. I consider this a very good deal for someone inclines to buy a complete Corvair package, who is on a fast timeline.
The engine is a 3,000cc zero timed Corvair, built in my shop, it has an SPA Gen 2 bearing and a set of Falcon Heads. It has the mount, stainless intake and exhaust, a MA3-SPA certified carb, cowling, nosebowl, oil cooler, baffle kit, ignition and charging systems, etc. If these parts were ordered today, they would total nearly $24K . The package will be sold at the homecoming for $18,500.
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I’m leaving for the Homecoming today, and will be driving there solo, so I’m not answering the phone in route. I’m sharing what I know here, so I kindly ask that people refrain from asking things like “Is this a good engine?” Can it be converted to a four cylinder?” “Will it make me a happy person?” “Can I buy just one piece I saw in the pictures?” “I know your not selling it, but does it have a free 10 year warranty which also covers my minivan transmission?” ……my blood pressure thanks everyone in advance.
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IF YOU ARE A SERIOUS BUYER, TEXT ME at 904-806-8143, I will put you in touch with the owner, who asked that I just send him serious people. Thanks in advance for not calling while I’m driving.
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Above, side view, 3,000cc Corvair. It has a 750 motor mount pictured, but it can have a 601/650 mount substituted with the package. Other than the mount, the two Zenith engine installations are the same.
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Overview of the engine. It is a 2012 build, but was properly stored.
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MA3-SPA carb, stainless intake and exhaust. 10 row oil cooler.
Here is post #1 on our project plane. Just some brief notes about cleaning up the existing firewall.
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Above, a short video, as we received the plane.
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Above, Gary drills off the skin between the instrument panel and the firewall. This only takes a few minutes, does no damage,, provides great access, easily replaced.
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This is a fuel pressure regulator. It was on the plane because the builder used a non-standard carb. I highly discourage anyone from using one of these in a plane, they have a very poor track record, and are never needed with the correct carb.
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This is an electric primer solenoid. My Zenith manual tells how these are used, as old Ellison carbs needed these. Those carbs are out of production, and neither an MA3-SPA nor a Rotec TBI need this.
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Above, this is an ACS gascolater, they come with Zenith kits. They work, but I only use gascolators with a screw on bowl, like an Andair or a Smith. The blue Vans one is very gig and heavy, I never use it.
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My finger is pointing at the ground strap lug on the motor mount. In the photo, the builder ran the ground strap from the firewall, which worked, but I would rather have a short jumper from the mount to the head.
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Above, the view inside. The work is very good and tidy, it just needs a bit of cleaning.
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Above, Motor mount removed, I sold it to the builder 14 years ago. Its in perfect condition, I going to send it out and have it powder coated our standard gray color.
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I’m leaving for the Zenith Homecoming on Tuesday the 17th. , Next update will be after I get back.
6 weeks ago I put out the word I was looking for a flying 601/650 which I could use as a demo aircraft for the 2025 season, and to have for R&D and development projects. There were a number of good offers, but the one that best suited the mission was Jim Ballew’s 601XL-B in Tulsa. We made arrangements to buy it without the engine and trailer it back to my place in Florida.
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Jim finished and flew the plane in 2012. It is actually only one of his 3 Corvair powered planes. A very skilled and experienced builder, he has been an EAA member nearly 60 years. The plane is simple, no frills, and well built. Just what I was looking for.
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The plane has some dated systems, and some unique installation elements that we are going to update and replace with a 100% standard 2,850cc Corvair installation, up to date all the way down to the wiring harness matching the diagrams on my website.
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Along the way, I will share the step by step process., in pictures and short videos. So the work begins. When you see this plane in person at Sun-n -Fun 2025, keep in mind that all good outcomes can be traced to a single day, the day you decided to begin.
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Above, Myself, Jim Ballew and my compadre, ‘Uncle” Gary Coppen.
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Above, adventure on the way home. Its a long story, People who follow my Face Book Page “WW Flycorvair” got to read it blow by blow.
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The aircraft getting unloaded at my hangar in Florida.
Continuing the series, here is one of the best known Corvair/Zeniths, from a very friendly and extremely talented builder-flyer, Ken Pavlou.
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Ken’s first flight was 10 years ago in 2014, but he started building in 2007. A family man with a challenging career in health care and a side line of residential property renovations, the project had to fit into the remaining hours. After a big push in early 2014, he completed the plane and flew it to Oshkosh, where it was autographed by the master himself, Chris Heintz.
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In the 900 hours since, the plane has made several return trips to Oshkosh and many trips up and down the east coast. People who thought of the 601 as a fun sport plane had there understanding of the planes capabilities expended when Ken shared videos like directly overflying JFK airport at night.
Ken could select any engine he wanted for his plane, budget was not a factor. The appeal of the Corvair for him was the chance to build it himself, and the basic simplicity of the engine and systems. He built and flew a standard 100hp Corvair for the first 503 hours, and then he upgraded to a cost is no object 3.3L 125+hp engine with a stroked billet crankshaft. Ken is one of a handful of builders who have flown both ends of the Corvair power spectrum in the same airframe. He points out they each serve particular goals well.
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Ken is an accomplished pilot with more than three decades of flying and more than 6,000 hours in GA aircraft. He has nothing but praise for the 601/650 design and Zeniths support for it. When you select an aircraft to build, you are also getting ‘married’ to the company which provides it. Thousand of builders, Ken among they, will attest the Zenith factory and community of builders was a very good match for homebuilding ambitions.
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Above, Ken at one of my Corvair Colleges, where he was awarded the Cherry Grove Trophy for his long standing contributions to our Corvair community
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Ken’s 601XL, one of two in my front yard in Florida that day.
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Ken’s plane in New Hampshire, with two other Corvair Powered 601XL’s
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Ken, with his plane, on the flight line at Oshkosh.
This weeks Zenith is a second owner aircraft, Today it is in the good care of, and being enjoyed by Tim Kisieleski of New Hampshire, but it was originally built and flown by Tim Jones of Ohio, one of my early builders, who did an excellent job on this aircraft. Yes, it looks great, but here is the proof that it was a really good build of both the airframe and the engine: Tim has owned the aircraft a little more than 2 years, flown it almost 350 hours, and done no work to it beyond condition inspections.
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A lot of homebuilder second owner stories are not happy ones, but this one is, and let me share why: When Tim was looking for a second owner Zenith, the plane he first plane looked at seemed OK, and looked like a ‘bargain’ at $29K . Tim had the common sense to call me and ask what I knew about the plane……I told him the truth, it was very poor, and the original builder was lying about the condition of the plane and that it had not actually flown in years. Tim cancelled the deal. The original builder of that plane was angry with me , and pulled the “I thought we were friends”card. I told him I don’t have friends who lie about airworthiness.
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I suggested Tim shop for the best plane, not a bargain. Many potential second owners are pennywise and pound foolish, and would not have heeded my logic. I pointed out that he was buying the plane to utilize it, and in the long run, it was worth a significant premium to get a plane which needed nothing, and would have a very high availability. This made sense to Tim, and he was willing to pay nearly twice as much for this aircraft. 350 flight hours later, Tim understands what a good call he made investing in this plane, instead of bargain hunting.
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Tim Keeps the plane north of Boston, but operates his off shore fishing boat from the New Jersey Coast. This round trip is his most frequent cross country, it takes him right over New York City. On a weekend of heavy traffic, the plane can shave 8 hours off the round trip.
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Tim’s success story is based on one thing: Good decision making.
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A lot of people will read this story, look at the pictures, but somehow feel that they couldn’t have the same adventure. It isn’t a logical question of time nor budget, it is an emotional feeling of self doubt. Here is an important reality check: Tim is a fairly low time pilot, and he is a very busy guy, and he does have a budget…..but he doesn’t engage in emotional self doubt.
Tim is well trained, has a healthy respect for what he doesn’t yet know, but he correctly sees challenges as achievable with work. A Zenith is a rewarding plane to fly, but not a difficult one. I teach many second owners how to maintain their Corvair, and Zenith Aircraft probably has the friendliest second owner policy the industry. No matter if you are a plans or kit builder, or a second owner, experimental aviation is great setting to challenge and confront all the elements of our society which want you to doubt your own potential. The only difference between looking at these pictures and taking your own, is believing in your own potential.
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The plane: Powered by a 100hp Corvair, it utilizes a carbon Sensenich prop, It has about 550 hours on it..
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Above, Mountains in New Hampshire.
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Above, Statue of Liberty at dusk.
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Flying directly over JFK airport.
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Above, Smiles tell the story, Tim and his better half, aloft.
Highlighted here is the Corvair powered Zenith 750 STOL of Dan Glaze of Ohio. Dan is well known as a super friendly, very positive guy in both Corvair and Zenith circles. He generously utilizes his aircraft to make transition training available to all Zenith 750 builders, not just Corvair guys. His aircraft has trained more than 20 Zenith pilots.
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Above, Dan’s plane in flight. It has been flying a few years, logging several hundred hours. If it looks familiar, it has previously been to the September Zenith Aircraft Homecoming. The plane has a standard 100HP Corvair and utilizes a Prince fixed pitch prop.
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Dan built both his kit, and his engine. He attended a few of my Corvair Colleges, and finished and test ran his engine. He subsequently returned to more than 20 follow on Colleges as a volunteer, to assist others and ‘give back’ more than he took. Of the 50 Corvair Colleges I held over 22 years, Dan attended more of them than any other person, with the exception of myself.
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The view from ‘the office’. Dan’s traditional panel choice reflects his old school background in aviation. He goes way back, having worked on the Rockwell B-1 assembly line. Today, he is an entrepreneur in an increasingly high tech industry, and he could build and operate the most complex and elaborate aircraft systems, but instead he made the personal choice to have a capable, but comparatively simple aircraft.
He is a laid back guy, and he is the last person who would express a judgment of, or tell anyone else what to do with their own homebuilt. The corollary of this attitude is Dan’s confidence to build his plane to his own personal tastes and preferences, without consideration of trends nor opinions of trolls.
This attitude is the embodiment “Real Freedom is the Sustained Act of Being an Individual”. I wrote that, but it doesn’t just apply to Corvair builders, it is for anyone who places more value on their own judgement than the opinion of the crowd.
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Above, a good view of Dan’s plane with the cowl inspection doors open. The nosebowl is fiberglass, but all the cowl between the bowl and the firewall is .025′ aluminum single curvature pieces. Engine inspection is readily available by turning four 1/4 turn Camlocks on each side. Makes through pre-flights easy.
