New 3,000 cc Cleanex, Dale Williams, SC

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Above, The Cleanex of Dale Williams taxis out at Corvair College #27. The story below was written 10 months before the photo.

Builders,

Back in September my sister and I drove to NJ to see my parents.  Before leaving, I had spoken with Dan Weseman about Dale’s project. Because it’s a ‘Cleanex’ and a mechanical clone of Dan’s Wicked Cleanex, Dale had worked very closely with Dan on the engine installation. Because I was going to pass within 80 miles of Dales’ place I offered to divert to make a house call on my way back from NJ.

Dan had assembled Dales’ engine for him previously, long before his airframe was complete. When he was later doing ground tests the engine exhibited a slight miss. A quick investigation revealed that the engine had broken a rocker stud, and was actually only running on 5 cylinders. To give you an idea of how rare an event this is, in 24 years of working with Corvairs I had only ever seen it happen once before. Because of the Corvairs smoothness, it was not readily apparent that it was only making 5/6 ths of its power. A less observant operator might have flown it that way, and it was certainly making enough power to take off.

After confirming the issue in the house call, I picked up the engine at Dan’s request to return it to him in Florida. Dan takes standing behind anything he touches very seriously, and he told Dale that he would replace all the rocker studs with brand new ones and test run the motor on our stand at no charge. Dan also used the time to upgrade the engine with exhaust valve rotators.

 You find out what people are like when there is an issue, not when things are perfect. This works both ways; Dan insisting that he correct the issue and Dale being very understanding about it. The task was done shortly, and as you can read below, Dale is very happy with the outcome.

Funny note: Just to show you that all airports have a self-appointed ‘engine expert’, read Dales letter. When we were having a very peaceful time in Dale’s hangar, the local expert pulled up and Dale knew that quick thinking would avoid a long lecture from this guy on the evils of Corvairs. Dale just introduced me as his brother from out-of-town, and the expert was soon on his way.

Hats off to Dale Williams, builder of the “Daughter of Cleanex” N-319WF.

William,

I can verify that you do make house calls and on short notice! It was September 3rd, 2012 while on vacation that you came by St. George Airport (6J2) to pick up my 3.0 Corvair and take it to Dan for some repair/upgrade work. We spent a few hours talking in the hangar and when the local “VW engine expert” (a.k.a. “all” engine expert) drove up I introduced you as my brother so that we could be saved the time of him giving us lessons of why the Corvair was a bad idea for my Cleanex.

I want to thank you for what you did for me and commend you for giving such great service with a personal touch. Dan had the work to my engine done quickly and I have since installed it and the Cleanex I call “Myunn” now has nearly 20 hours on it. What a combination this air frame and engine make! Smooth and powerful with the sound of “authority” (pun intended) roaring out of those WW straight pipes.

I had mentioned in another reply about the “rolled on” painting process I used. It was the same one Clarence Dunkerley used on his Cleanex. Here is the nearly final result:

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Thanks again William. You truly may never know how much you have changed the experimental aircraft industry for the better!

Dale Williams
N319WF @ 6J2
Myunn a.k.a. “Daughter of Cleanex”

“William, you ignorant troglodyte”…….(instrument options)

Friends,

If you are old enough, you can remember when the last 5 minutes of the show 60 Minutes was given to Shana Alexander and Jack Kilpatrick for “Point counter point.” I thought of this when I read the first word in Andy Elliott’s letter. Andy and I are friends, and at the very core of this is our mutual need to get the other guy to concede an intellectual point, even just once. (don’t hold your breath for this, we are both stubborn and opinionated enough to qualify for honorary Irish citizenship.) Andy and I arrived in home building from polar opposite starts, so any discussion between us will cover a lot of perspective. In the end, each builder must decide what is right for his needs. Andy and I are just here to shed a little light…and get the other to see the error of his ways. For a little humor, the link below is Dan Aykroyd and Jane Curtin spoofing point counter point: http://www.hulu.com/#!watch/2306 Dan Aykroyd always started his part by saying “Jane, You ignorant slut.” Thus the title of this story.

On the serious side, at the end of the letter I write a bit so builders can see something of the consumer/marketing forces they face in our industry. It’s the kind of writing that has not made me friends with ‘the system.’ Once upon a time I wrote almost 50 articles that were published by the EAA, I was on their masthead, I wrote for many other aviation magazines and was welcome on industry discussion groups. Over time people in our industry found out that I have never been a “go along to get along” type. If the industry has a dirty little secret to keep from builders, I am the wrong guy to tell. If there is an angle/system/ way-its-done that keeps things from builders, it is now understood that I’m not going to keep quiet about it. For this reason, I have a lot less ‘friends’ in industry than I once did. You write stuff like “Ponies vs Unicorns” and point out the new head of the EAA has a fake engineering degree, they don’t invite you to the cocktail parties anymore. Thats ok, I got into homebuilding to learn, build and fly, not be part of a marketing industry.

From Andy Elliott:

Counterpoint:  – Some of us *do* have flying missions that take us far from home, over nearly unpopulated mountains and deserts, day and night and in the clouds, and therefore require more than a minimalist VFR panel. I wouldn’t disagree that many people install way more avionics than they will ever need or use. (I saw a Grumman Tiger once with a 530/430 combination, a two-axis autopilot and a 496 on the canopy bow, where the pilot was not and had no plans to become instrument rated!) But that doesn’t mean that modern computerized avionics are “bad”. It just means that some people are not thinking clearly about the mission vs. value proposition.
I don’t know why you’re on the warpath against MGL. IMHO, they offer a wide variety of useful instruments, RF and EFIS/EMS products that are highly customizable, are specifically designed for experimenters and amateur-built aircraft, and have a pretty good price vs. performance ratio. They are built by a small private company where the president and CEO does most of the engineering and testing, that supports its users, and that has real pilot/engineers providing excellent customer service out of an office in Torrance, CA. They’re not a Garmin by any means.
I am not a fan of Apple, but I do carry a $200 Google Nexus 7 (Android) tablet in the plane. It’s built by Asus in Taiwan, an erstwhile long-term ally of the US, not the People’s Republic. My $100 annual subscription to AnywhereMap on the tablet means I never have an outdated chart, never am missing the approach chart for somewhere I end up after diverting, and always know the TFRs, at least as they were when I took off.
The Nexus 7 has a much better built-in GPS than the iPad (and better than the Avmap in the plane!) and also has excellent 3-axis accelerometers and gyros that work as well as my MGL EFIS. For $5 (Yup, five!) I found an app called “Flight Instruments” that serves as a backup EFIS, equivalent to the $1400 unit that Dynon is foisting on the community. I think this is a major flight safety improvement.
So I think the key point is that the builder should *think* about putting in a panel that is *appropriate* to the plane and adequate for the mission being flown. One size does not fit all.
Andy Elliott
Z601XLb/TD/3100
515 hrs since Nov 2008

Andy, To start with, I have to object to your use of the acronym IMHO, as anyone who has met you will testify you have opinions, but not humble ones. In all seriousness, I think your letter does a good job of illuminating some well researched options on the other end of the instrument options. We are certainly in agreement that no instrument of any kind is a substitute for pilot skill. From an engine builders perspective, I think that anyone flying over unforgiving areas first and foremost needs to have a first class engine and airframe. I have seen a number of planes that have $5,000 in the panel but don’t have a 5th bearing or a decent set of heads. I am all for what ever people want in front of them after they have addressed reliability ahead of the firewall. I am also going to point out that it is human nature to gravitate toward things that operate on skills one already has. I am not speaking of my love of mechanical things: My point is that many people spend hours learning to program their GPS, because working with computers is a skill they already have. I meet many of these people a year who have not devoted 10 minutes to learning how to use a timing light or a differential compression tester. Anyone who bought an EFIS before owning both of the other tools needs to re-think wether or not they are interested in learning about an engine, or are they just viewing their Corvair as something cheap to pull the panel through the sky.

On the subject of MGL, here is my issues: A) For a long time the promoted a plastic barbed fuel flow unit as airworthy and suitable for installation in your cockpit. People covered in skin grafts are allowed to call this amoral. B) In the last 12 months they sent an email to a 601 builder telling him to directly wire his tach to the ignition, which made it fail (on the ground.)  C) I have had several of their sending units fail., and D, the big one) They have a marketing strategy that makes every tom, dick and harry a dealer. Here is why: They offer virtually anyone with a .com website a dealership. You don’t have to stock anything. If a person clicks on the link on your site, the order actually goes directly through MGL, and drop ships from them, and they instantly pay you off with 20% of price. How this works for MGL is that they have people everywhere who simply appear to be a friendly voice offering testimonials about their products. These people write for every magazine, are on every large email list, and work at nearly every experimental aviation company. To a builder that is yet to understand how many pockets are getting lined, MGL appears to have incredible grass-roots appeal. Take away the money, and most of the testimonials dry up. As long as the money is there, builders will get an endless stream of stories selling them on the idea that this stuff is a “must have.” The strategy works, because there are many Corvair powered planes with MGL avionics but no 5th bearing. I have had a number of builders say “I like MGL because when I email them they send an email back in minutes!” If the email they sent back told you to hook your ignition directly to the tach signal, they are just a marketing tool, not an asset to home builders.

The only positive note I have on MGL/Corvair stuff is that MGL recently made Dan Weseman a dealer. He didn’t even ask about it, they just sought him out because of the Panther project. MGL has made several other people ‘the corvair dealer’ before, but has never contacted me on this. I don’t take this personally, I don’t think they know anything about corvairs or who has developed them. If they think that Dan is going to blindly sell stuff to people, they are mistaken. 5 years ago he developed a tach sensor for an MGL that works off the flywheel. It has hundreds of flight hours on the “Son of Cleanex.” This is the system that Dan would like to steer MGL users to. I have no doubt that Dan would advise any builder that an EFIS of any brand, is something you consider buying for your corvair powered plane after is has a 5th bearing and a real carb.-ww

William Edward Wynne Sr. – Father’s Day Notes

Friends,

I wrote this piece about my Father in December of 2009. It originally appeared on our main Web page, FlyCorvair.com. If you have joined the Corvair movement since then, please take a few minutes to read the story.  Every good quality I may have is directly attributable to my parents. On this Father’s Day I share this story because my Father remains the hero of my life.

Many people in the Corvair movement have had a chance to meet the real William Wynne (Dad) at airshows or one of the 5 Corvair Colleges he has been to. Just today, Steve Glover called from California to fill me in on the Golden West Fly in. The first thing Steve shared was that he spent some time speaking with an aviator who knew my father in Vietnam. Dad has to take things a little slower these days, but we are working to have him at CC #24 in Barnwell, S.C., in November.  I hope that everyone has a chance to spend some time with family on Father’s Day this year, and take a moment to consider the men who made us who we are today.-ww

This week marks the 84th Birthday of my Father, William Wynne Sr. To commemorate the day, we share three photos from the family archives. Above, on the left, my Father stands in the rubble of the AT&T building in downtown Seoul, Korea, in 1952. At the time, my Father was a company commander with ACB-ONE, a U.S. Navy Seabee battalion which landed at Inchon. The South Korean capitol is less than 50 miles from the border with the North. It began to resemble Leningrad because it changed hands several times during the War. In 1974, my family toured South Korea, and it was a bright, thriving country, without an external trace of the conflict it had survived. Its vibrant character was a testimony to its people.

George Orwell was thinking of Stalinist Russia when he wrote 1984. Seven decades later, I think North Korea is actually the country that bears the greatest likeness to 1984. Kim Il Sung really is “Big Brother,” and just about every facet of the book is a fair description of life in the North. The North Koreans live under a maniacal regime that controls every detail of life, squandering its meager wealth on nuclear weapons and missiles while its people starve in the cold. In utter contrast, the South Koreans live in a society with a first world standard of living and freedom undreamed of by their Northern brothers. The Koreans suffered horrific losses during the War, and their dead were joined by 38,000 Americans whose sacrifices prevented the North from enslaving the South in their nightmare.

My Father’s 33 years in uniform were guided by a single principal: No human being, regardless of race, faith or nationality, deserves to live in a totalitarian police state. While most people would agree with this, my Father is one of the men who care if this is happening to families on the other side of the globe, even if they are not Christians, don’t speak English and don’t have anything America needs. Just being a human trying to raise a family in peace is enough. My Father is a realist who understands that the last resort will always be free men with weapons meeting the totalitarians in battle. Since he joined the U.S. Navy at age 17, he has been willing to be one of these men. Yet my Father did not fight with just the tools of war. He felt that ending a violent communist insurgency in Northern Thailand in 1972 was a major triumph. His “weapon” that gained the loyalty of the Hill Tribes was providing medical care for their families.

Most Americans of a certain age can recall some of President Kennedy’s 1961 inaugural speech: “Let every nation know, whether it wishes us well or ill, that we shall pay any price, bear any burden, meet any hardship, support any friend, oppose any foe, in order to assure the survival and the success of liberty.” These were not mere words to men of my Father’s profession, it was a cause to pledge your very life to. My Father did not care if the poor of the world chose collective farming or workers wanted social reforms. He just recognized that political systems that don’t value individuals always degenerate to Gestapos, concentration camps, gulags and mass graves. My Father fought to stop the spread of these things.

In the china cabinet of my parents home in New Jersey sits an engraved brass plate. It was given to my Father in 1974 by Commodore Vong Sarendy, Chief of Naval Operations for the Khmer (Cambodian) Navy, to thank my Father for his efforts to thwart the communists in Cambodia. Before his acceptance speech, my Father was warned by the U.S. State Department that he could not promise further aid. It had only been 13 years since we promised to “pay any price,” but Washington had changed. The Commodore bitterly understood this, and told my Father that the Americans could go home, but he and his family would fight to the death. They did. Within a year, Pol Pot and the Khmer Rouge controlled the country and exterminated several million people. Being able to read and write was cause for being sent to the killing fields. I love my country, but holding that brass plate in your hands, it is easy to understand that our two biggest flaws are a short national memory and the fact that the average American has no idea what the term “totalitarian police state” means. People who have never read A Day In The Life Of Ivan Denisovich think you can understand what cold is by watching the Weather Channel; people afraid of the dentist glibly discuss torture in foreign places; TV commentators call each other Nazis over pathetic small differences while a tiny group of elderly Americans with small numbers tattooed on their forearms know the real definition of the word.

In the above photo, my Father stands with my brother Michael and sister Melissa in front of the world’s first atomic power station, Shippingport, Pennsylvania. The photo is from 1959. The reactor was tha same design that the U.S. Navy used in its ships and submarines. My Father was the project officer working directly under Admiral Hyman Rickover. My Father has been a stalwart proponent of nuclear power for the past 60 years. It was a very different time in America when a town was proud to be chosen for such a project of national importance.

After retiring from the Navy in 1976, my Father went to work at the Princeton Plasma Physics Laboratory. The project was the world’s first fusion reactor. Few people in the general public understood the potential of fusion to produce unfathomable power without generating radioactive waste. After Three Mile Island, the public turned against atomic power of all types, and the country blindly went back to building coal and oil-fired powerplants. Many of the anti-nuke protesters of 1979 are now climate change activists, missing the role they played in the U.S. staying dependent on fossil fuels that are at the forefront of the climate debate. If you have ever wondered how France, a country of 60 million people with no hydro power, nor coal or oil reserves, can afford to be a tireless critic of U.S. Middle East policy, the answer is simple: Virtually all of the electricity produced in France is generated in nuclear plants.

By far, the greatest joy of my Father’s life has been being married to my Mother for 59 years. The above photo was taken circa 1949. They met at the New Jersey Shore just after World War II. Throughout my entire adult life, whenever I encounter anyone in difficult straights or a terrible position, my first thought is always “without the luck of being born to my parents, that could be me.” It is not possible to overstate the positive role my parents have played in any qualities of character I have. In this Holiday Season, I have a multitude of things to be thankful for, but this always is first on my list.

“Real freedom is the sustained act of being an individual.” WW – 2009

Corvair College #41, SC in November, filling up.

Builders,

College #41 will be our largest in 2017. It already is 3/4 full. We are just 74 days away from the event, but the sign up shuts off automatically when we reach the event’s capacity. Do not procrastinate if you are planning on getting something significant done in homebuilding this season.

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Corvair College #41, Barnwell SC, 10-12 November 2017:  This is a return to our flagship College at it normal time of the year. For a look at the 2015 Barnwell College, check this out: Corvair College #35 Barnwell builders video.

For a look at the EAA film about the 2013 Barnwell College, click here: New EAA video on Corvair College#27, Barnwell 2013.

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Barnwell has been the home of eight previous Corvair College. P.F. Beck and crew have the logistics down so well that we have no difficulty having a productive event for 90 builders. If you are planning on going, do not delay in signing up.

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here is the link for CC41:

https://eventregistration2017.wufoo.com/forms/cc41/

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Ken Pavlou holds the Cherry Grove trophy at CC#31 Barnwell 2014. His aircraft is named “The Blue Speedo.” Read more: Ken “Adonis” Pavlou advises aviators: “Life is short, Live Large”

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Late tech questions. This is about 1 am on Sunday, nearing the end of a 19 hour day. If you want to pack a lot into a College, good, that is how we do it. However, the free form of the lesson plans allow each person to take in and digest at their own rate and pace. Read a 2013 story here: Who is William Wynne?

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A prankster Bill Reynolds testing the ragged limits of the No Politics  rule we have a Corvair Colleges. Read about Bill’s son Jack building his Corvair here: Video of rebuild and run of Corvair, from a 13 year old.

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Above, The Weseman/SPA Panther and a ’66 Corvair Corsa on the flight line at Barnwell #31 . Read this to understand how SPA distributing  our parts for the last 20 months has greatly improved customer service: Outlook 2016, New order page and distribution method.

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Above, Bob Lester’s Corvair powered Pietenpol sits on the ramp at Barnwell at sunset on Saturday night, CC #31. Read more here: Bob Lester’s Corvair/ Pietenpol nears 800 hours.

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Corvair Thermal Image Testing

Builders

Here is a quick look at a tool that Corvair/Panther builder Paul Salter, Dan Weseman and myself employ to collect data. It is a HD thermal imaging video camera which Paul has linked to store the images and video for analysis. The tests shown below on Paul’s  3,000 cc Panther engine were just to calibrate the equipment and evaluate using the scissors lift as a stable platform for an overhead view of the running engine. This is just a quick look to demonstrate another tool we use here. The long term plan is to integrate the camera into my run stand, so we can look at sustained high power runs, and Paul as a cable set up he can feed through his oil door in the cowl to connect the 1″ camera to a tablet in his cockpit.

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Above, when you want something stable that will not blow around, the scissors lift in Paul’s hangar does the trick, it has racks of batteries in the bottom and weighs thousands of pounds. Paul is using a ratchet strap to secure the tripod.

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Above, this is what the arrangement looked like from the lift. We had just finished a short run, and the video camera was still looking at the engine. KEEP IN MIND: this isn’t a new engine, it has 200 hours on it. A new engine should never be run without a cowl or airbox even for 1 minute. I tried to upload a 1 minute film to demonstrate how fast the engine, even a broken in one, heats up without a cowl, but the data file is excessively large. Take my word for it, without a cowl, the temp comes up much faster than you would think, and the thermal camera confirmed that without a cowl top or airbox, very little air flows through the engine. In the image it is very easy to see how cool the welded on intake pipes stay on the heads (because they have cool air and evaporating gas flowing through them) The camera can pick up temp differences down to 1 degree.

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Above, we live and work in the total aviation immersion environment. I looked up for a moment to shoot our neighbors Piper taking off. Paul’s hangar is at mid-field, Mine is 600′ south, and Dan and Rachel’s place is another 1,200′ south on the overrun. Our little grass airstrip has about 50 hangars and 100 aircraft. All the work on the airstrip, from mowing the grass, fixing the tractor, keeping the irrigation and drainage up, filing the paperwork, maintaining the lights, etc,  is  100% done by neighborhood volunteers. We all contribute $25 a month to the airport fund, and believe it or not, we run a large budget surplus in a typical year. As you can tell by the tractors and trucks in yards, and the stories of shooting .50BMG rifles, it is not your typical rule burdened airport. Dirt bikes are more common than golf carts here. For a look at the flying environment here, get a look at this story: 5 years ago today.

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Above, a slightly closer look at the camera. The image is a lot better than this photo captures. We were later blowing it up to look at individual cylinder fins. Even in this picture you can see the cooler plug wires and the bolt heads on the top cover. Notice the dip stick can be seen as a cool spot. The scale on the color range is on the bottom of the screen.

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You can look at Paul’s plane at this link: Paul’s Panther. He is an aerospace engineer for the US Navy, a 15 year specialist on the EA-6B program. Paul’s education is a Masters degree from Americas oldest aviation university, Parks. If you would like some insight into Dan Weseman’s background look at this: Panther Roll out. Mesh those two with my grease monkey story: Who is William Wynne? and you get an overview of how we stay ahead of technical topics here. One of our strengths is that we like to argue. We don’t think the same, and none of our approaches nor backgrounds overlap a lot. This is a big asset, even if it doesn’t always sound that way to spectators. The one thing we have in common is a trust of testing over discussion, and a respect for letting the facts have the last word.  I have long found that “guru’s” who work alone, never have their pet theories challenged, but it took me 20 years of working in aviation to fully understand that many of these same people specifically chose to work alone, because they don’t like listening to others, nor even conceding that others may be right.

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Conversely,  since day one, I have lived by the motto “I reserve the right to get smarter”, and this is done by listening to others and getting past the idea that you have all the right answers. Next time you are reading a website, look for the part where they guy tells you what he learned from others. I’m not speaking of a guy citing sources from ‘experts’ to prove how right he was all along, I am speaking about actual mechanical humility. It isn’t common enough,  If it is missing, you have an important insight into the person’s handicap: They have a learning disability, specifically  the inability to learn from others. -ww.

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Corvair power for Panther and Sonex reference page

Builders,

I have collected in this one story a complete overview of the Corvair power option for builders considering or working on the SPA Panther kit aircraft and Sonex airframes.  These two aircraft are grouped together because both of these installations were developed by Dan Weseman, (SPA is his company) who offers airframe components that seamlessly work with our Corvair engine components.

Builders who are already working on, or flying a Corvair will be familiar with much of this material, but I bring it all together here for Panther and Sonex builders who are not yet familiar with the Corvair. If you would like to start with a simple three page spec sheet on the engine, read this link first: Basic Corvair information

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Above, Oshkosh 2013: Dan Weseman selected the Corvair as the engine for his Panther prototype. He did not make the choice lightly. He has hundreds of hours of Corvair flight experience, developed the highly successful “Cleanex” (Corvair powered Sonex airframe combo), manufactures a number of Corvair flight products like 5th bearings and Billet Cranks, and is well known and respected in the Corvair movement. In 2009, we awarded him The Cherry Grove Trophy , as Corvair Aviator of the year.

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The Panther:

The Panther was designed to take a very broad variety of engines from large VW’s to 160hp Lycomings. Dan has extensive flight and ownership experience with most Common light aircraft engines, but he selected the Corvair as his chosen introduction engine for the Panther for a number of good reasons. Not only is the engine powerful, smooth and reliable, it also supports Dan’s mission of keeping the plane affordable for rank and file homebuilders.

No rational man introduces a new aircraft with an engine he must make excuses for. Dan knew the Corvair would not disappoint the industry people and media who would be invited to fly the prototype. The most common thing said by highly experienced builders and designers who see the Panther perform 170 mph low passes, 1600 fpm climbs and aerobatic maneuvers is “I can’t believe that is powered by a car engine.” The Corvair in this installation has the performance to change aviators perspectives on the capabilities of auto conversion engines. Paul Dye, Editor in chief of Kitplanes, came to Florida to fly the plane. Very impressed, on the engine he commented that it functioned just like a Lycoming, just much smoother.

Above, Paul Dye, editor of Kitplanes returns from his flight in the Panther.

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If you would like to see a visual example of how well the plane performs with a Corvair, get a look at this link:

http://www.youtube.com/watch?v=eX_HN–ZQVI

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You can read all the detailed information on the SPA website at this link:

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http://flywithspa.com/panther.html

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If would like to read about how this airframe flight tested Billet Cranks Made In The USA, click on the story title.

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Above, enroute to Corvair College #16, ‘Son of Cleanex’ builder/pilot Chris Smith shot this photo of Dan Weseman off his wing as they flew up from Florida in loose formation. Although it is not for everyone, the Corvair when installed correctly in the Sonex airframe provided a high performance engine that is essentially immune to overheating issues.

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The Sonex:

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The Sonex is an outstanding light aircraft designed by John Monnett. It, and the Y-tailed Waiex have sold hundreds of aircraft kits. For 10 years,the Sonex factory approved only three engines for the airframe: the 2,180cc VW, and the 80 hp and 120 hp Jabbirus. The factory position firmly asserted that for an aircraft to be a Sonex, it must have one of these three engines. We’re personal friends with the Monnett family, and to respect their wishes, I carefully referred to the combination as a Corvair powered Sonex airframe, or Dan’s development as a “Cleanex” (a name Dan was slow to grow fond of.) I picked the name because Dan’s plane was a very clean build, that most people were stunned to find out was plans built, not a kit.

Recently in an EAA Webinar, Jeremy Monnett announced an company policy change of sorts, and stated that they were going to adopt a much softer line on this, comparative to other experimental airframe companies. Even with this change, we still refer to any Corvair powered Sonex or Waiex airframe that is adapted to Dan’s installation and uses our engine parts as a “Cleanex.” Like 1950’s Frankenstein movie sequels, a number of builders chose names for their planes like “Son of Cleanex”, “Bride of Cleanex” and “Daughter of Cleanex.”

Dan’s plane is an outstanding performer. I flew in it with Dan, on an 85 degree day off  our 2,400′  tree-lined grass airstrip in Florida. At the time our combined weight was 430 pounds and we had 12 gallons in the tank. If anyone tells you that VW’s are as powerful as Corvairs, they simply have never seen a Corvair in action. Dan’s plane could do an honest 155 mph on 5 gallon’s an hour, and top out above 175 mph.  Dan demonstrated many times that he could run the plane flat out at top speed for more than 40 minutes without the engine running hot.

I offered an opinionated Jabaru 3300 pilot $1,000 cash if his plane could beat Dan’s over a 100 mile course.  He didn’t take me up on it for a simple reason: he was afraid if he ran his $18K engine that hard for 40 minutes he would cook it. The speed would have required running the Jabaru 500 rpm over its factory approved continuous rating. GM designed the Corvair with a 5,500 rpm redline and a 575F CHT limit. Even at top speed, Dan’s Corvair is only using a fraction of these ratings. The is the key element in the Corvair’s reputation as a very robust power plant. It is approximately 25 pounds heavier than a 3300; much of the weight difference is in the Corvair’s cylinder heads which are literally covered in deep cooling fins.

If you would like to see for 120hp Corvairs taking off in succession, check out this link. Dan’s and Chris Smiths aircraft are two of the planes leaving Corvair College #16:

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http://www.youtube.com/watch?v=JK23b-BWptE

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Above, Dan and his Cleanex in front of my hangar at Corvair College #8. (2004) Until his airplane was done and flying, we kept Dan’s identity a mystery. At the time, a few people who saw this photo made jokes about the “Builder Protection Program” with a nod toward John Monnett’s allegededly sharp temper about people putting other engines in his designs. In reality, Dan is friends with the Monnetts.  The Cigarette was part of the ploy, Dan has never been a smoker. Today, Sonex ltd. has a much more relaxed attitude about alternative engines.

In the above photo is from sun n Fun 2012, eight years later. Building a “cleanex” has a fun side also, where builders like to keep ‘traditions.’ From our 2012 SnF coverage, a picture and a comment that pre-dates the policy change by the Monnetts: “A Sonex builder next to Dan. We are having a good laugh disguising his identity because on his shoulder is a motor mount that mates the Sonex airframe to a Corvair engine, creating a “Cleanex.” Here we are kidding around about the  man in the yellow shirt entering “The Builder Identity Protection Program” because the combination is not approved by John Monnett, the airframe’s designer. In years past, John was known for having low tolerance for people modifying his excellent airframe designs. Truthfully, I know him fairly well and he really doesn’t get that upset about it as long as builders choosing other engines do not level unfair criticism at his selected engines.  There are now about 10 Cleanexes flying, and Dan is glad to work with any builder who has chosen the combination as long as they respectfully avoid Internet comments that would raise John Monnett’s blood pressure.

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Many people have seen Dan and Grace flying aerobatics in “The Wicked Cleanex” on our Corvair Flyer #1 DVD. Continuous use of this type of operation led Dan to independently develop his own simple, retrofitable fifth bearing setup to reduce flight loads on the Corvair’s crankshaft. You can read about it on his website fly5thbearing.com. While people just getting into aviation occasionally view Dan’s flying as daring, I want to emphasize that it is a smooth display of skill and has nothing to do with daring or risk taking. I’ve gotten to know him pretty well, and around airplanes, Dan is pretty conservative. I would easily name him the steadiest pilot and most meticulous maintenance guy in the land of Corvairs.

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Above is an early (2006) view of the Cleanex engine. Our Gold Hub and Front Starter system are clearly visible in the photo. Note that all of the engines we build have Lycoming style starter ring gears on the prop end of the engine. All of Dan’s installations use our arrangement. In the past, a handful of homebuilders and here today, gone tomorrow outfits put the ring gear on the firewall end of the Corvair. On a Sonex airframe, it is a critical that no builder operate with such a location because it puts the exposed, spinning, ring gear very close to the Sonex’s plastic fuel filler neck, which could lead to a disaster in an otherwise minor accident. To fly a ‘rear starter’ in a Sonex airframe is foolish, to promote it would be amoral.

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The combination of the Sonex airframe and the Corvair proved very sucessful because Dan wisely chose a mixture of our proven parts and systems, clever craftsmanship and practical hot rodding.  Once Dan showed people what the plane was capable of, it was more frequently called “The Wicked Cleanex.”  Over time the plane served as a test bed for a number of  our parts like the Gold Prop hub and the reverse gold oil filter housing. Dan used it to prove out his popular 5th bearing system. You can read more of the story of the airplane at Dan’s Web site, www.flycleanex.com

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Our approach to serving builders is different than typical businesses geared only to sell things to consumers. Our goal is to assist you on your path to becoming a more skilled aviator. The products we sell support this, but simply getting you to buy things is not what I am in aviation to accomplish.

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This page is broken into the following sections:

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1) Introduction

2) Engine and build options

3) installation components

4) Support for builders

5) Flying Panther and Cleanex info.

6) Builders in process

7) flight data and safety notes

8) who is WW?

9) Comments on dangerous trash.

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At the end of each section there are links to supporting stories that have expanded information on concepts discussed in the section. Take your time and study it carefully.

I will be glad to answer further questions just email WilliamTCA@aol.com or call 904-529-0006. You can also check our two websites, https://flycorvair.net/ , http://flycorvair.com/ . The first is our ‘newspaper’ the second is our ‘library’ and ‘store.’ The links below are stories that already appear on these two sites, they are just arranged here to support this introduction to Corvair power for Panther and Cleanex builders. For installation components in section four, contact Dan and Rachel directly.

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In the foreground above is Dan Weseman’s Wicked Cleanex. Off his wing, Chris Smith flies the Son Of Cleanex. The photo was taken over a bend in the St. Johns River in North Florida.

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1) Introduction:

The Corvair has been flying since 1960, and I have been working with them as flight engines since 1989. It is a story of careful development and testing, a slow evolution to the engines we have today. It is ‘old and proven’ rather than ‘new and exciting.’  If that approach appeals to you, read on. There is a lot of material here, and it isn’t something you are going to absorb in one quick scan. Frankly, your engine selection deserves careful consideration, and it isn’t the kind of decision you should make based on a 4 page sales brochure.

Corvairs have proven themselves to serve a very broad variety of builders. Many alternative engine options are offered only as a “buy it in a box” import, more of an appliance than a machine, with little or no consideration of the builders, skills goals, needs, budget or time line. The Corvair has options to address these valid considerations, because your power plant should conform to you, not the other way around.

This said, Corvairs are not for everyone.  In the 25 years I have been in the EAA and working with builders, the Corvair has always been very popular with ‘traditional homebuilders’, the people who have come to experimental aviation to discover how much they can learn, understand and master.  The expansion of the EAA has brought more of these builders, but it has also brought a great number of people incapable of distinguishing between mastery of an aircraft or an engine and just merely being its buyer and owner.  People who’s consumer mentality and short attention spans are better suited to toy ownership than mastery of skills and tools in aviation. Corvairs, and perhaps experimental aviation, are a poor match for such people. Many salesmen in our field will gladly sell anything to anyone with green money. I am an aviator, not a salesman, and the gravity of the subject requires more frank discussion and ethics than many salesmen bring to the table.

If you came to experimental aviation to find out how much you can master, not how little, then you are among the aviators who follow Lindbergh’s timeless 1927 quote: “Science, freedom, beauty, adventure: what more could you ask of life? Aviation combined all the elements I loved.”  Even if you are brand new to aviation, I am glad to work with you. I have a long history of working with builders of all skill levels. We have a number of successful builders out flying their Zeniths who are the masters of both their airframes and engines, who had never changed the oil in a car before building their plane.  If you got into experimental aviation just to buy stuff, then any salesman will do just fine for you. If you got into experimental aviation to learn, develop your own skills and craftsmanship and make things with your own hands, then who you work with really matters. You can’t become and old school homebuilder / motor head by buying things from salesmen. They have nothing to teach you. What you will do in experimental aviation is not limited by what you already know. It is only limited by what you are willing to learn, and selecting experienced people to learn from.  If you are here to learn, I am here to teach. It is that simple.

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a) – Complete Lindbergh quote is here: The Quote, 1927, C.A.L.

b) – Explanation of machines vs appliances : Machines vs Appliances Part #2

c) – Story of real engines vs ‘ideal’ ones: Unicorns vs Ponies.

d) – A direct explanation of what makes my work different: 2011 Outlook & Philosophy

e) – A moving statement of philosophy: Sterling Hayden – Philosophy

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Above, a 3,000 cc Corvair, The actual engine in the Panther Prototype.  The Corvair is an inherently simple engine, It’s opposed six configuration makes it the smoothest of available power plants. It has outstanding cooling because GM put a tremendous amount of cooling fins on it and  gave it a factory CHT redline of 575F. All of our engine parts are made in the United States, as are the airframe parts from SPA.

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2) Engine and build options:

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If you are new to Corvairs, lets quickly cover some ground: General  Motors made 1.8 million Corvairs. brand new parts, including billet cranks, forged pistons, valves bearings,  virtually every single part inside is currently made and readily available, and will remain so. Rebuildable Corvair engines are plentiful, and much easier to find that Lycomings or Continentals. We have been working with Corvairs for 25 years, and there is no shortage of core engines or parts. If you doubt this for a second, Google “Corvair engine parts.”

The Corvair makes an outstanding aircraft engine because it is a simple, compact, direct drive, horizontally opposed six cylinder, air cooled engine. It is robust, and ‘flat rated ‘ from it’s automotive output. The engine runs equally well on automotive fuel and 100LL, and it does not care about ethanol. In its 53 year flight history, more than 500 experimental aircraft have flown on Corvair power.

The engine can be built in three displacements with three respective power outputs. They are 2,700cc / 100HP, 2,850cc / 110HP and 3,000cc / 120HP. The two smaller displacements weigh 230 pounds, the larger actually weighs 8 pounds less because it uses lighter cylinders. All engines are completely rebuilt from very high quality parts before flight. They are not just removed from cars. The parts we use are specifically selected to convert the engine for the rigors of flight use. Forged pistons, Inconel valves, chrome rings, ARP rod bolts and many other components are upgraded in the rebuild.

To absorb the propeller and flight loads a “5th bearing” is added. It is a billet housing with a very large bearing from a V-8, bolted on the end of the case. The ignition is redundant and utilizes two 40,000 volt systems, one driven by digital electronics the size of a match book, the other by a traditional set of points. The engine is direct drive, it has no complex reduction unit. It makes good thrust because it has more than twice the cubic inches of a Rotax 912. All of the systems on the engine are intentionally patterned after those on Lycomings and Continentals, because they are the  model of success in proven aircraft power plants. People who do not acknowledge certified engines as excellent models of success are often just zealots.  To succeed in experimental aviation you need dispassionate information not emotional opinion.

One of the unique features of the Corvair is that it can be built at home, from our information and parts and a locally acquired rebuildable engine, or it can be purchased from us, test run with logs. 90% of current builders are building their own engine at home. Only 10% of the builders opt to have us build their engine. We have happy to serve both builders. In either case, Corvairs are the best match for builders who want to understand and be the master of their engine.

Because of the plans built vs production engine nature of the Corvair, there are large variations in how much builders budgets run. Below is a quick look at the differences. Keep in mind, these budgets are for first class, completely overhauled, zero timed engines with 5th bearings, starting, ignition and charging systems. We have clever builders who have built and flown engines for less than $3,000, but this not representative of main line builders. The numbers below are much better for Zenith builders to budget on.

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2,700cc / 100HP typical homebuilders budget: $6,500- Same engine assembled and run from us $9,750

2,850cc / 110HP typical homebuilders budget: $7,500- Same engine assembled and run from us $10,750

3,000cc / 120HP typical homebuilders budget: $8,500- Same engine assembled and run from us $11,750

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If you are attracted to the concept of building your own engine, but have not built motors before, Good.  About half of our builders have never built any kind of an engine before. Our main work is teaching people what we know and providing the parts to work with. Our system does not require anyone to be a machinist nor to have previous engine experience.

The procedure of building an engine in your shop follows this format:

1) Get a conversion manual and DVD’s from us, use them to find a rebuild able core engine locally. Disassemble this engine following the steps in the DVD.

2) Send the crank and heads to our approved facilities for rebuilding and modification. They come back ready to ‘bolt on.’ Other parts of the engine are cleaned and inspected. The parts to convert the engine are ordered from us, many of the standard rebuild parts like lifters and gaskets are available from local auto parts stores. We do not ‘middle man’ anything you can directly buy.

3) Assemble these parts according to the manual and DVDs. There is no machine work required, only basic tools are needed, and a few specialty tools like a torque wrench. Many builders attend our free Corvair Colleges and directly learn hands on skills. You can even bring your parts and assemble them under our supervision, and test run your engine on our equipment. College attendance is a plus, but not required. Our methods work without direct training; a good number of engines are built and flown each year by builders who have never met me in person.

4) The test run serves several purposes. We teach people to build one of  three specific models, and we teach them to use specific parts. Not only are these proven, but it also allows me to verify from a remote location that the engine was assembled correctly. A builder can report his static rpm, CHT, oil temp during the test run with his Warp Drive prop at the specified setting, and I can confirm the output and assembly of the engine without seeing it personally.

If you would like a sample of the information on working your way through the above four steps, get a look at this: Getting Started in 2013, part #1, Crankshaft process options.

We also have all of the ‘getting started’ series on a single page, at this link: Getting Started Reference page.

I have broken down building a Corvair and installing it on your airframe into 42 “groups”. Part #1 is about  ’Group 1000′ the crankshaft. If you would like to look at every part that goes into a Corvair, along with the conversion parts we sell, look at Groups 1000 -3300 at this link to our catalog: http://www.flycorvair.com/products.html

If you would like to read above the value of proven engines, read: Why Not the Panther engine?

All builders get started with a conversion manual. The first part of the above link is about manuals and DVD’s.  The direct link to the manual is: http://www.flycorvair.com/manual.html. almost all builders looking for a rebuild able engine also order the Disassembly  DVD, which covers core engine selection visually. The direct link to it is: http://www.flycorvair.com/videov.html We encourage everyone to get started with information, even if you are pretty sure you would like to purchase a production engine from us. If you eventually buy an engine from us, we directly reduce the price to rebate all the money you spent on manuals and DVD’s.

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a) – Corvair Weight story: Corvair vs O-200…. weight comparison

b) –  Samples of our production engines:  2012 Corvair Engines For Sale: 100, 110 and 120 HP

c) – For an explanation of ‘flat rating’ and an engine build : Shop perspective: Mastery or ?

d) – A story about engines running on our hangar Dyno: http://www.flycorvair.com/thrust.html

e) Engine of “Cleanex” builder: World’s Strongest 3,000cc Corvair, built by Greg Crouchley

f) A story about the evolution on 120HP Corvairs: 3,000 vs 3,100 cc Corvair engines.

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Above, a 2009 photo from our workshop. I kneel in the workshop next to motor mount Number 100 for the 601 XL.  Most experimental aircraft companies, both large and small, fail because for two simple reasons; First, the ownership cannot physically make the product the sell, and second, their financial backers are unwilling to go several years before seeing the payoff.  Neither of these conditions are true about our business nor SPA/Panther. We are craftsman and homebuilders first, and neither of us has partners nor investors. Few people new to experimental aviation understand that this is key to company stability and longevity, not big size nor flashy promotion.

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3) Installation Components for the Panther & “Cleanex”:

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Normally we provide every part it takes to install a Corvair in your airframe.  The Panther and the Cleanex are different because Dan developed these specific installations himself.   It is important to understand that these installations work seamlessly with our engine components, and they are custom adaptations of systems that have long been proven to work very well.  In the case of the Sonex airframe, there have been a handful of other people who tried, with poor results, to put a Corvair on that airframe. If you have heard a poor report on a Corvair powered Sonex, it is important to understand not all Corvairs in these airframes are people following Dan’s proven path.

Here’s a 2004 view of the underside of the Cleanex’s motor mount. Dan designed this mount combining the basic geometry of the Sonex airframe’s landing gear attach points and our traditional Corvair bed mount. The structure is well thought out and perfectly triangulated. Although it looks heavy, it is not. It weighs 13.8 pounds, only four pounds heavier than the factory Jabbiru 3,300 mount. Dan’s mount has flown hundreds of aerobatic maneuvers. Dan’s motor mount page is here: http://flywithspa.com/flycleanexcom/cleanexenginemount.html

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  Being air cooled and carbureted, The Corvair is one of the easiest engines to install. Many companies that are good at selling things are poor at teaching things, like how to install their products. Teaching is the very cornerstone of my work, I am a skilled writer, we run Corvair Colleges, and we have a simple engine. All this adds up to a comparatively easy engine to install. There is no need to rush it, but I can do it working in one long day.

 Installation part numbers are Groups 3400 through 4300 in the second half of our numbering system. Get a look at this link: http://www.flycorvair.com/products.html It contains installation component lists for other Corvair powered airframes, but the list is very similar to the required items for Dan’s installations. The detail items on electrical and fuel systems are identical, and you can review the SPA website for the specific details on the Panther and Cleanex installation components. There are many good photos here: http://flywithspa.com/flycleanexcom/cleanexphotos.html

For the Cleanex, Dan and Rachel offer their own Nose bowls, Cowls, Mounts, baffle kits, Exhausts and intake manifolds. While you are there, get a look at his 5th bearings, rear alternators and Billet Cranks. A sample of their parts page is here: http://flywithspa.com/flycleanexcom/cleanexnosebowl.html

Dan and Rachel are just in the process of organizing the Panther/Corvair components like the mount, cowl, intake, exhaust and baffling.  You can check the Panther website for up to date information on these parts. If you would like to see the Panther engine runninga prop test, click on this link: Panther
Engine propeller test

Although the Panther is new, the systems are fully tested and well proven. It is important for builders to understand the engine test program went flawlessly because it used custom variations on proven systems. For example, the Panthers exhaust is made from the same materials and processes and uses similar design to the stainless systems we have made for other airframes for more than 10 years. The carburation, intake, cooling and spinner are also variations on long proven themes.

Many people new to building initially think that very economical engines like the Corvair must also be inexpensive to install. In reality, the cost of items like motor mounts and cowls are not affected by the cost of the engine they mount and house.  A mount for a $30K UL-350 and a $7K Corvair have about the same amount to tubing and welding time in them, and thus cost about the same. Most engines have installation kits with exhaust, cowl prop spinner etc, run from $3,000 to $6,000. The Corvair is near the bottom of this range, but the savings of using the Corvair is mostly in the engine, not the cost of installing it.

Above, Chris Smiths plan’e uncowled with Dan’s in the background. A ground run cooling shroud sits atop Chris’s engine. Dan stand on the edge of this 2007 photo I took in his hangar.

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a) – For an example of 74 years of aircraft welding talent: Zenith 601/650 Motor mounts, P/N 4201(A) Both Vern and I are friends with Dan and assisted him with some of the welded parts that went into the Panther prototype. Dan is a skilled craftsman and a welder on par with us.

b) – To learn about the Stainless exhausts we make: Stainless Steel Exhaust Systems . These are identical in material and construction to the Panther and Cleanex stainless systems.

c) – Louis Kantor’s 601XL running for the first time in our front yard: http://www.youtube.com/watch?v=626uwVbc0gM The plane is one of more than a hundred  Corvair powered planes that utilize Dan’s 5th bearing. Dan used his Cleanex as the chase plane on this planes first flight.

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Above, 2004 at Oshkosh: Next to our personal Corvair powered Zenith N-1777W, I explain our dual ignition arrangement two executives from Falcon insurance, The EAA’s provider. To offer real support, an alternative engine provider must be an effective advocate for his builders on many fronts, including meeting the requirements of underwriters. Just being an engine guru is not nearly enough. Corvair engines that follow our design,  including to ones assembled by builders, are fully insurable at the lowest rates, right from the first flight, because they have an outstanding safety record. Having good effective hands on support is a critical element in this outstanding record.

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4) Support for Builders:

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Builders selecting a Corvair for their Panther or Cleanex project have an advantage that is hard to overstate; Because Dan and I have been friends for more than 10 years, I am very familiar with both of his installations. I followed his Panther development from the first sketch through the flight test program. While the design can and will be flown on a broad variety of engines, it will be a long time before any other alternative engine provider understands the design and program as well I do.

Many new builders mistakenly believe that they can marry any engine they like to their chosen airframe. In reality, compatibility goes far beyond horsepower ratings and weights. To be successful, it is critical that the engine match the designers perspectives on reliability, risk management and ethics. Differences on these subjects create issues builders can rarely resolve themselves; conversely, having both support teams share the same perspective gives builders strong allies. In 25 years of working with homebuilts I have met many designers and innovators I respect, but my personal perspectives share more common ground with Dan’s than any other person I know in this industry. Please take a moment to read: Panther Roll out.

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Beyond the basic engine and installation components, we offer many forms of support to Corvair builders. :

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a) We have a flight operations manual with specific test flight plans and procedures: http://www.flycorvair.com/ops09.html Dan wrote one of the chapters in this manual to share his experience with Corvair builders.

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 b) We hold 4 free hands on technical seminars called “Corvair Colleges” every year.  For an introduction to Colleges, read this link: http://www.flycorvair.com/cc21.html  An overview of upcoming colleges is at this link:  Upcoming events, Airshows and Colleges #26-28. If you would like to see video of a College, here is a link to Corvair College #17 http://www.youtube.com/watch?v=wfa85e3ibI4&playnext=1&list=PL1D40A102EC2A194D&feature=results_video Dan and Rachel attend many of the colleges and were our Co-hosts at Corvair College #23.

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c) Woody Harris, subject of this story:  Zenith 601XL-2,850cc, Woody Harris Is our West Coast representative. Although we have held 5 Corvair Colleges in California,  we only make one trip to the west per year. Woody covers all the shows and events from Arlington to Copper State when we can’t be there.

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e) I am the last guy in aviation who still makes free house calls. Over the years I have made more than 400 in person visits builders projects. I travel extensively, and go out of my way to include builders workshops on these trips.  These stops and the colleges allow me to really understand the needs, strengths and dreams of rank and file builders that no one can read in email or at an airshow. for a sample, read this story: Corvair House Call, Range: 335 miles.

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f)  By my continued advocacy and industry relations, Corvairs have full insurance, at the lowest rates, available from a number of sources. If you would like to find out more Contact Bob Mackey, VP of Falcon insurance, The EAA’s designated provider, seen on the left in the photo above.

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g) Over the years, we have built a very tight knit community of like minded builders. If you read this story about fools at our county airport: A visit to the insane asylum, and it sounds like your airport, and if your local EAA chapter is devoid of homebuilders and filled with negative people, you will find the Corvair movement to be a powerful antidote. Many Corvair builders catch several colleges a year, there they find positive, outgoing, energetic builders, effectively making the Colleges their “local EAA chapter” We have worked very hard to attract outstanding people interested in accomplishing their goals. I  go out of my way to encourage new builders but I am intolerant of people who are compulsively negative. I am willing to be a cheerleader, but not a therapist.

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Above, Chris Smith’s Cleanex after painting. Chris was building a Sonex airframe from a kit and met Dan as Dan’s airplane neared completion. Chris opted to build a close copy of Dan’s aircraft. Although Chris had many years of flying experience, he had never built an aircraft before. Because of this, he wisely chose to follow Dan’s proven format closely. When Chris’ aircraft was done, it earned the nickname “Son of Cleanex.” It first flew at the end of 2006, and it served Chris through several hundred hours flying over the southeastern United States. Today the aircraft is owned by Ron Monson, who has put a great number of flying videos of it on You-tube.

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5) Examples of flying Corvair powered Sonexes:

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Above, The Cleanex of Dale Williams taxis out at Corvair Colle #27. Read more on the man and the plane here: New 3,000 cc Cleanex, Dale Williams, SC

Above, Cleanex by Chuck Custer, after flying to Corvair College #25. This aircraft is one of approximately 12 that have flown utilizing Dan’s installation.

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Above, Clarence Dunkerley beside his 2850 cc Weseman bearing equipped powerplant destined for his Cleanex project. Sharp eyes will  notice that this is equipped with the Reverse Gold Oil Filter Housing which we developed specifically  for Corvairs going into Sonex airframes. Photo taken at Corvair College#21.

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6) Examples of Builders working on this Combination:

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Many experimental aircraft companies like to tout how many of their product has sold as a measure of  success. Sales numbers on only a measure of their success, not that of builders. The only number that counts are how many builders that make it all the way to flying and enjoying their creation. It is a fact of marketing that it is far easier to keep finding new buyers to spend money than it is to support the ones that already spent the money, all the way through flight.  This is why many aircraft companies have planned lifespans of only 48 months, so they make all the sales and fold up the tent before they have to do the real work of supporting builders.

We are very different.  I have been working with Corvair builders since 1989. I am in this for the long haul, and my measure of success is getting people flying. Likewise, Dan has been working with Corvairs since 2003, and has been offering parts like his 5th bearing design since 2006.  If you select a Corvair engine, we will be your allies in completing your plane, just as I have been for many others before you.

If your goal is to merely buy something, you need only find a salesman with an engine to sell. If your goal is to learn about, understand, build and fly your plane, you need an instructor-guide-mentor, an aviator not a salesman. Think it over: If your goal was to climb mount Everest, there would be plenty of people you could buy equipment from, but that isn’t the same thing as finding a Sherpa who has been to the top to act as your instructor and guide.  A big part of why experimental aircraft have a 20% completion rate is that most people purchasing a kit or an engine have not spent 3 minutes learning how to differentiate between a salesman and a guide.

Below are a sample of our builders, each of whom I am going to see all the way through their aircraft finished and flying:

Above, Cliff Rose, Cleanex builder from Florida, with his 2700 cc, Weseman bearing, Falcon head engine with Reverse Gold Oil System. Cliff  spared no expense to acquire all the parts of his engine. Still, he spent less than one third the cost of an imported engine. More importantly, he has the well earned  pride of creating his own engine. Photo taken at Corvair College #19.

Above, Aerospace engineer Paul Salter stands beside the Panther prototype. Paul is close friends with Dan and Rachel and has played a significant supporting role in the Panther introduction. He is building Panther beta airframe #2 for himself, and he is already collected most of the parts to assemble his own 3,000cc /120hp Corvair, which will be a direct clone of the Corvair in Dan’s prototype.

Above, Phil Maxson (Left) gets his airworthiness certificate for his 2700cc Corvair powered 601XL from legendary DAR Johnny Murphy, in our old Edgewater hangar in 2006. Today, Phil still flies and enjoys it, but is also well at work on Panther Production kit #1, which will be powered by a 3,000cc Corvair. We awarded Phil The Cherry Grove Trophy for 2013, as Corvair aviator of the year.

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Above, Waiex builder Greg Crouchley stands beside me after the test run of his Corvair at our hangar in 2012. Although headed into a Waiex, Greg’s engine is essentially a clone of the Panther’s, including a Weseman billet crank. Read about the man and the engine at this link:World’s Strongest 3,000cc Corvair, built by Greg Crouchley 

If you would like to read a story about and see the film on a running 3,000cc Corvair for a Sonex built at a College, Click on this link: Corvair College #27 run on film. It is the engine of Amit Ganjoo, who is also the builder with the yellow bag over his head in the photo at the beginning of this story.

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7) Operational Data for this combination:

Dan and Rachel’s website will be the primary source of performance data for Panther and Cleanex builders. Our website have a continuous flow of discussion on Corvair operations for all types of airframes. If you would like to read a story about detailed flight data collection on a 2,850cc 750, check out this link: CHT part #5, flight data from Zenith 750 . It is an example of the type of information exchanged between our builders.  If you are drawn to aviator’s groups made of intelligent thinking people, you will fit right in with Corvair builders.

Here is a visual example of testing: Panther Engine propeller test

And you can also read a story on operations here: Starting
procedures on Corvairs, 2,000 words of experience.
 Our .net website has more than 375 different stories on it, about 225 of them are purely technical posts with expanded operational information and experience.

I have long stated that I can teach a 12 year old how to assemble an engine, but what we are really trying to share with people is a knowledge base that will effectively allow them to master the engine and use it with good judgment, something a 12 year old (and some adults)  cannot do. If some of the articles that I write don’t initially sound like a set of instructions, consider for a moment that the message of the artice may be about the critical element of Judgment.

If you would like a single example to effectively demonstrate that I am an aviator not a salesman, it is the type of data that I discuss with builders. No salesmen will acknowledge accidents nor difficulties that involved their products, even circumstantially.

Conversely, I am here to teach people what they need to know. I have a long history of writing about subjects that salesmen wouldn’t touch with a 10 foot pole. I write about accidents and friends I have lost, honest mistakes people made and things you can learn from them.  Just about everything know in aviation cost someone dearly to learn. If you are unwilling to talk about these things in plain language, people are doomed to repeat them.

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Risk Management, Judgement Error, money in the wrong place. is the story of our only fatal accident in a Corvair powered Zenith. (There is another below, but it was a different company) The NTSB pointed to an incorrectly assembled carb, but read the story and decide if judgment isn’t the root cause.

“If only someone had told him……” is a story about people who don’t listen. Guy A and Guy B were both Zenith 601 builders. Guy B was the passenger in the First 650 accident (AMD airframe- O-200 engine, ruled pilot error). Guy A was a well known and liked Zenith builder and flyer, who quit aviation after this incident.

Risk Management, Factor #1, Judgement. Covers how developing and exercising judgment is paramount to managing your own personal risk.

Risk Management, Experience vs Judgement. Ken Terry was a friend of mine and a huge influence on Grace’s flying, and her development as a pilot. The story is about how experience, even 40,000 hours of it is not a defense compared to exercising good judgment.

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Dan Weseman and Dave Dollarhide having a good time at Sun n Fun 2013. They both are in the last story “Friday night” in the link “Three aviation stories”.

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 Three Aviation Stories  covers my personal perspective on risk, and what level is worth managing, and how aviators come do deal with this. It speaks of meeting Al Haynes at two points in my life, 14 years and a world of experience apart. It also covers how several members of our EAA chapter each looked at loosing two friends.

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Above, A photo taken at Sun n Fun 2006. My wife Grace Ellen and myself, in front of the first Corvair powered Zenith, our own N-1777W. The plane was the first XL model with conventional gear.  Grace is a skilled pilot in her own right. She has been a pilot longer than I have, holds more advanced ratings and owns two aircraft. As a point of ethics, we do not promote, advocate nor sell things we have not personally flown behind.

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8) Who is William Wynne?

Modern consumer sales logic dictates that that business should ‘de-personalize’ themselves so consumers find nothing objectionable about the provider while they are spending money.  That model may work elsewhere, and even have advocates experimental aviation, but I don’t buy it.  I contend that Aviation is a different arena, and who you are dealing with, and their ethics, experience and perspective matters.

Building a plane or an engine is a marriage of sorts between the builder and his airframe or engine company. I believe that it is best if everyone goes into it well informed with their eyes wide open. I am always surprised how few people even Google the name of a person they are thinking of working with. You don’t need to see eye to eye with them on every point nor even love them, but the relationship must absolutely have trust and respect operating in both directions. In 25 years I have seen many builders try to justify buying a product from a provider they didn’t really trust. It never works out. It doesn’t matter how good it looks, what it costs or how great it is supposed to work, if it is from a bad guy, it isn’t worth buying.

I could write a quick paragraph about how I am a pilot, a 22 year A&P mechanic, and that I hold both an AS degree in Maintenance and a BS in Professional Aeronautics (accident investigation) From the worlds #1 aeronautical university, Embry-Riddle , but I don’t think that any of that explains my commitment to builders nearly as well as the flying planes of our builders and things we have accomplished. Henry Ford said “A man can not base his reputation on what he says he will do; only what he has done.”

I am plain spoken. to understand why, read the ‘Effective Risk Management’ story below. I have many friends who are experienced aviators who value plain talk. This type of speech also tends to offend people who dabble in aviation and would rather read polite things that align with their pet opinions. I am in aviation to share experience builders need to know, not say things people want to hear. Below are a selection of stories, some humorous, but all with a point, that give people a better understanding of who I am. From there you can decide if you choose to work with me as your engine mentor.

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a) Fixing America is going to cost each of us $1.69

b) Greatest Book on Flying Ever Written, (Is your life worth $16?)

c) In defense of plain speaking……

d) Turtles and Cell Phones, 6/24/13.

e) A thought on Easter….

f) Happy Father’s Day William E. Wynne Sr.

g) Effective Risk Management – 2,903 words

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9) Notes on trash:

Not all things called a Corvair represent my work or designs. Over the years, our success and willingness to share information has brought out a number of short lived companies that were run by rip off artists, and mentally ill people. Particularly, there have been four businesses that made poor copies of our parts or untested garbage. All of these are bankrupt today. Today, I have just heard that another is coming back with a new name. The story will never end as long as people don’t do their home work or believe that they are getting a bargain. You can read about one of these companies at this link: Cloudn’t have happened to a nicer guy……

I warn people all the time not to buy things from these people, or to buy this stuff at the flymart. For examples of things no one should have bought, look at this story: Built by William Wynne? Built according to The Manual?

Let me be absolutely clear, that I will be polite to people, but I will not work on, offer advice on, or help with products made by bankrupt people that I considered vermin.  Nor will I allow these people to attend any of the Colleges. This isn’t out of spite, it is to protect these builders lives. They all want to put a band aid on their bad purchase and make it “good enough to fly.” A band aid isn’t going to do it, an amputation is in order. People who blew $12K on junk don’t want to hear this, they are still looking for a cheap out that doesn’t exist.  I will not assist them in the delusion that they have found one.

On line discussion groups and websites have a small number of old posts from people who bought trash like this for their projects. If you look closely, these people offered great testimonials, but later abandoned their builds. Look at the dates on many of these posts and then compare them to FAA aircraft registrations on Landings.com.  From looking at our sites you can see photos of dozens and dozens real builders with real names and flying planes. I encourage builders to do their home work; our track record will speak for itself. -ww.

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Zenith 601/650 – Corvair reference page

Builders,

Here is a single location page that has a great number of links to information specific to the Zenith 601/650 / William Wynne-Corvair Combination.  It is a particularly good match, we have a number of different ways to approach it that serve the needs of many different builders, and it is a success story that builds on our 10 year history of working with Zenith builders, starting with our own personal 601XL in 2003. Since then we have assisted more than 80 builders to complete and fly their Corvair powered Zeniths.

If you already are working on your Corvair, this page will have information you have seen already on our websites, but I have included it so that this page can function as a ‘stand alone’ guide for 601/650 builders who have just heard about our work with the Corvair. Our approach to serving builders is different than typical businesses geared only to sell things to consumers. Our goal is to assist you on your path to becoming a more skilled aviator. The products we sell support this, but simply getting you to buy things is not what I am in aviation to accomplish. If you would like to start with a simple three page spec sheet on the engine, read this link first: Basic Corvair information

This page is broken into the following sections:

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1) Introduction

2) Engine and build options

3) installation components

4) Support for builders

5) Flying 601/650s

6) Builders in process

7) 601/650 flight data and safety notes

8) who is WW?

9) Comments on dangerous trash.

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At the end of each section there are links to supporting stories that have expanded information on concepts discussed in the section. Take your time and study it carefully.

I will be glad to answer further questions just email WilliamTCA@aol.com or call 904-529-0006. You can also check our two websites, https://flycorvair.net/ , http://flycorvair.com/ . The first is our ‘newspaper’ the second is our ‘library’ and ‘store.’ The links below are stories that already appear on these two sites, they are just arranged here to support this introduction to Corvair power for 601/650 builders.

Above, Phil’s Maxson’s 601XL airborne over the Florida coast at Ponce Inlet, 2006. Phil finished the plane in our Edgewater hangar and has been flying the plane ever since. It has proven to be economical and reliable over the long run. Phil is a skilled manager from the Fortune 500 world of business and could have purchased any engine on the market, yet he selected the Corvair as the best match to his personal goals of Learn Build and Fly.-ww

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1) Introduction:

The Corvair has been flying since 1960, and I have been working with them as flight engines since 1989. It is a story of careful development and testing, a slow evolution to the engines we have today. It is ‘old and proven’ rather than ‘new and exciting.’  If that approach appeals to you, read on. There is a lot of material here, and it isn’t something you are going to absorb in one quick scan. Frankly, your engine selection deserves careful consideration, and it isn’t the kind of decision you should make based on a 4 page sales brochure.

Corvairs have proven themselves to serve a very broad variety of builders. Many alternative engine options for the Zenith are offered only as a “buy it in a box” import, more of an appliance than a machine, with little or no consideration of the builders, skills goals, needs, budget or time line. The Corvair has options to address these valid considerations, because your power plant should conform to you, not the other way around.

This said, Corvairs are not for everyone.  In the 25 years I have been in the EAA and working with builders, the Corvair has always been very popular with ‘traditional homebuilders’, the people who have come to experimental aviation to discover how much they can learn, understand and master.  The expansion of the EAA has brought more of these builders, but it has also brought a great number of people incapable of distinguishing between mastery of an aircraft or an engine and just merely being its buyer and owner.  People who’s consumer mentality and short attention spans are better suited to toy ownership than mastery of skills and tools in aviation. Corvairs, and perhaps experimental aviation, are a poor match for such people. Many salesmen in our field will gladly sell anything to anyone with green money. I am an aviator, not a salesman, and the gravity of the subject requires more frank discussion and ethics than many salesmen bring to the table.

If you came to experimental aviation to find out how much you can master, not how little, then you are among the aviators who follow Lindbergh’s timeless 1927 quote: “Science, freedom, beauty, adventure: what more could you ask of life? Aviation combined all the elements I loved.”  Even if you are brand new to aviation, I am glad to work with you. I have a long history of working with builders of all skill levels. We have a number of successful builders out flying their Zeniths who are the masters of both their airframes and engines, who had never changed the oil in a car before building their plane.  If you got into experimental aviation just to buy stuff, then any salesman will do just fine for you. If you got into experimental aviation to learn, develop your own skills and craftsmanship and make things with your own hands, then who you work with really matters. You can’t become and old school homebuilder / motor head by buying things from salesmen. They have nothing to teach you. What you will do in experimental aviation is not limited by what you already know. It is only limited by what you are willing to learn, and selecting experienced people to learn from.  If you are here to learn, I am here to teach. It is that simple.

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a) – Complete Lindbergh quote is here: The Quote, 1927, C.A.L.

b) – Explanation of machines vs appliances : Machines vs Appliances Part #2

c) – Story of real engines vs ‘ideal’ ones: Unicorns vs Ponies.

d) – An example of our ling standing working relationship with Zenith: Friday out of shop until 4pm.

e) – A direct explanation of what makes my work different than typical LLC’s : 2011 Outlook & Philosophy

f) – A moving statement of philosophy: Sterling Hayden – Philosophy

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Above, the 3,000 cc Corvair, configured for a Zenith 601/650. An inherently simple engine, It’s opposed six configuration makes it the smoothest of available power plants. It has outstanding cooling because GM put a tremendous amount of cooling fins on it and  gave it a factory CHT redline of 575F. All of our engine parts are made in the United States.

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2) Engine and build options:

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If you are new to Corvairs, lets quickly cover some ground: General  Motors made 1.8 million Corvairs. brand new parts, including billet cranks, forged pistons, valves bearings,  virtually every single part inside is currently made and readily available, and will remain so. Rebuildable Corvair engines are plentiful, and much easier to find that Lycomings or Continentals. We have been working with Corvairs for 25 years, and there is no shortage of core engines or parts. If you doubt this for a second, Google “Corvair engine parts.”

The Corvair makes an outstanding aircraft engine because it is a simple, compact, direct drive, horizontally opposed six cylinder, air cooled engine. It is robust, and ‘flat rated ‘ from it’s automotive output. The engine runs equally well on automotive fuel and 100LL, and it does not care about ethanol. In its 53 year flight history, more than 500 experimental aircraft have flown on Corvair power.

The engine can be built in three dispacements with three respective power outputs. They are 2,700cc / 100HP, 2,850cc / 110HP and 3,000cc / 120HP. The two smaller displacements weigh 230 pounds, the larger actually weighs 8 pounds less because it uses lighter cylinders. All engines are completely rebuilt from very high quality parts before flight. They are not just removed from cars. The parts we use are specifically selected to convert the engine for the rigors of flight use. Forged pistons, Inconel valves, chrome rings, ARP rod bolts and many other components are upgraded in the rebuild.

To absorb the propeller and flight loads a “5th bearing” is added. It is a billet housing with a very large bearing from a V-8, bolted on the end of the case.The ignition is redundant and utilizes two 40,000 volt systems, one driven by digital electronics the size of a match book, the other by a traditional set of points. The engine is direct drive, it has no complex reduction unit. It makes good thrust because it has more than twice the cubic inches of a Rotax 912. All of the systems on the engine are intentionally patterned after those on Lycomings and Continentals, because they are the  model of success in proven aircraft power plants. People who do not acknowledge certified engines as excellent models of success are often just zealots.  To succeed in experimental aviation you need dispassionate information not emotional opinion.

One of the unique features of the Corvair is that it can be built at home, from our information and parts and a locally acquired rebuildable engine, or it can be purchased from us, test run with logs. 90% of current builders are building their own engine at home. Only 10% of the builders opt to have us build their engine. We have happy to serve both builders. In either case, Corvairs are the best match for builders who want to understand and be the master of their engine.

Because of the plans built vs production engine nature of the Corvair, there are large variations in how much builders budgets run. Below is a quick look at the differences. Keep in mind, these budgets are for first class, completely overhauled, zero timed engines with 5th bearings, starting, ignition and charging systems. We have clever builders who have built and flown engines for less than $3,000, but this not representative of main line builders. The numbers below are much better for Zenith builders to budget on.

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2,700cc / 100HP typical homebuilders budget: $6,500- Same engine assembled and run from us $9,750

2,850cc / 110HP typical homebuilders budget: $7,500- Same engine assembled and run from us $10,750

3,000cc / 120HP typical homebuilders budget: $8,500- Same engine assembled and run from us $11,750

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If you are attracted to the concept of building your own engine, but have not built motors before, Good.  About half of our builders have never built any kind of an engine before. Our main work is teaching people what we know and providing the parts to work with. Our system does not require anyone to be a machinist nor to have previous engine experience.

The procedure of building an engine in your shop follows this format:

1) Get a conversion manual and DVD’s from us, use them to find a rebuild able core engine locally. Disassemble this engine following the steps in the DVD.

2) Send the crank and heads to our approved facilities for rebuilding and modification. They come back ready to ‘bolt on.’ Other parts of the engine are cleaned and inspected. The parts to convert the engine are ordered from us, many of the standard rebuild parts like lifters and gaskets are available from local auto parts stores. We do not ‘middle man’ anything you can directly buy.

3) Assemble these parts according to the manual and DVDs. There is no machine work required, only basic tools are needed, and a few specialty tools like a torque wrench. Many builders attend our free Corvair Colleges and directly learn hands on skills. You can even bring your parts and assemble them under our supervision, and test run your engine on our equipment. College attendance is a plus, but not required. Our methods work without direct training; a good number of engines are built and flown each year by builders who have never met me in person.

4) The test run serves several purposes. We teach people to build one of  three specific models, and we teach them to use specific parts. Not only are these proven, but it also allows me to verify from a remote location that the engine was assembled correctly. A builder can report his static rpm, CHT, oil temp during the test run with his Warp Drive prop at the specified setting, and I can confirm the output and assembly of the engine without seeing it personally.

If you would like a sample of the information on working your way through the above four steps, get a look at this: Getting Started in 2013, part #1, Crankshaft process options.

I have broken down building a Corvair and installing it on your airframe into 42 “groups”. The previous link is about  ‘Group 1000’ the crankshaft. If you would like to look at every part that goes into a Corvair, along with the conversion parts we sell, look at Groups 1000 -3300 at this link to our catalog: http://www.flycorvair.com/products.html

All builders get started with a conversion manual. The first part of the above link is about manuals and DVD’s.  The direct link to the manual is: http://www.flycorvair.com/manual.html. almost all builders looking for a rebuild able engine also order the Disassembly  DVD, which covers core engine selection visually. The direct link to it is: http://www.flycorvair.com/videov.html We encourage everyone to get started with information, even if you are pretty sure you would like to purchase a production engine from us. If you eventually buy an engine from us, we directly reduce the price to rebate all the money you spent on manuals and DVD’s.

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a) – Corvair Weight story: Corvair vs O-200…. weight comparison

b) –  Samples of our production engines:  2012 Corvair Engines For Sale: 100, 110 and 120 HP

c) – For an explanation of ‘flat rating’ and a Zenith engine build : Shop perspective: Mastery or ?

d) – A story about engines running on our hangar Dyno: http://www.flycorvair.com/thrust.html

e) Engine of builder now working on Zenith airframe: World’s Strongest 3,000cc Corvair, built by Greg Crouchley

f)  2.700cc engine we built for Becky Shipman’s 650: Shipman Engine at CC#22

g) A story about the evolution on 120HP Corvairs: 3,000 vs 3,100 cc Corvair engines.

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Above, a 2009 photo from our workshop. I kneel in the workshop next to motor mount Number 100. This sounds like a lot, but I made the first one in 2003 for our own 601 XL.  Most experimental aircraft companies, both large and small, fail because for two simple reasons; First, the ownership cannot physically make the product the sell, and second, their financial backers are unwilling to go several years before seeing the payoff.  We succeeded because I am a craftsman first, and can make all the parts in the catalog, and we have never had, and would not accept having any partners nor investors. The Blue fixture is the one we use for the 601/650.

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3) Installation Components for the 601/650:

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We provide every single part it takes to install a Corvair in your 601/650.  You can buy them one at a time, or all at once. Our Zenith 601/650 installation, which has been successfully flying for a decade, is a long proven system that has only seen a few very minor detail evolutions. Our Zenith installation manual detail how and why each of the installation components are installed on your airframe.

The installation does not require any modification to the airframe fuel system like most EFI engines do.  Being air cooled and carbureted, it is one of the easiest engines to install. Many companies that are good at selling things are poor at teaching things, like how to install their products. Teaching is the very cornerstone of my work, I am a skilled writer, we run Corvair Colleges, and we have a simple engine. All this adds up to a comparitively easy engine to install. There is no need to rush it, but I can do it working in one long day.

 Installation part numbers are Groups 3400 through 4300 in the second half of our numbering system. Get a look at this link: http://www.flycorvair.com/products.html From that list, you can see that the major installation parts for a 601/650 are: #3601(S) intake manifold, #3901(A) Stainless exhaust, #4002 spinner bulkhead, #4003 Warp Drive prop, #4101 baffle kit, #4102 nose bowl, #4103 cowl kit and a #4201(A) mount. The other smaller items listed are detail in our Zenith installation manual. All of the above parts have links to stories through the products page.

Many people new to building initially think that very economical engines like the Corvair must also be inexpensive to install. In reality, the cost of items like motor mounts and cowls are not affected by the cost of the engine they mount and house.  A mount for a $30K UL-350 and a $7K Corvair have about the same amount to tubing and welding time in them, and thus cost about the same. Most engines for Zeniths have installation kits that run from $4,000 to $6,000. The Corvair is near the bottom of this range, but the savings of using the Corvair is in the engine, not the cost of installing it. Builders can save a significant amount of money by fabricating many of the parts like #4103, but most people are near the finish line at that point and opt to buy it and save the time. Exact cost on the installation parts varies a bit, I will be glad to review it with builders after they study the installation manual.

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a) – For an example of 74 years of aircraft welding talent: Zenith 601/650 Motor mounts, P/N 4201(A)

b) – To learn about the Stainless exhausts we make: Stainless Steel Exhaust Systems

c) – Louis Kantor’s 601XL running for the first time in our front yard:

http://www.youtube.com/watch?v=626uwVbc0gM

d) – The same aircraft on its first take off, from our airport. July 2009.

http://www.youtube.com/watch?v=SSadGnsvmFc

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Above, 2004 at Oshkosh: Next to our personal Zenith N-1777W, I explain our dual ignition arrangement two executives from Falcon insurance, The EAA’s provider. To offer real support, an alternative engine provider must be an effective advocate for his builders on many fronts, including meeting the requirements of underwriters. Just being an engine guru is not nearly enough. Corvair engines that follow our design,  including to ones assembled by builders, are fully insurable at the lowest rates, right from the first flight, because they have an outstanding safety record. Having good effective hands on support is a critical element in this outstanding record.

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4) Support for Builders:

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Beyond the basic engine and installation components, we offer many forms of support to Zenith builders:

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a) We have a very detailed Installation manual for all Zeniths: http://www.flycorvair.com/601im.html We also have a flight operations manual with specific test flight plans and procedures: http://www.flycorvair.com/ops09.html

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 b) we hold 4 free hands on technical seminars called “Corvair Colleges” every year. This includes an annual College held in Mexico MO at the Zenith Factory timed to coincide with the factory open house in September. For an introduction to Colleges, read this link: http://www.flycorvair.com/cc21.html  An overview of upcoming colleges is at this link:  Upcoming events, Airshows and Colleges #26-28. If you would like to see video of a College, here is a link to Corvair College #17 http://www.youtube.com/watch?v=wfa85e3ibI4&playnext=1&list=PL1D40A102EC2A194D&feature=results_video

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c) The “Zenvair” group is a separate on-line peer-to-peer discussion group just for Corvair/Zenith flyers to directly and freely share information and data with each other in a civilized productive format. The link is : ‘Zenvair’ Information board formed  This is very effectively moderated by Zenith/Corvair builder and flyer Phil Maxson who’s 601 is pictured at the top of this page.

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d) Woody Harris, subject of this story:  Zenith 601XL-2,850cc, Woody Harris Is our west coast representative. Although we have held 5 Corvair Colleges in California, including 2 at Zeniths west coast facility Quality sport planes,  we only make one trip to the west per year. Woody covers all the shows and events from Arlington to Copper State when we can’t be there.

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e) I am the last guy in aviation who still makes free house calls. Over the years I have made more than 400 in person visits builders projects. I travel extensively, and go out of my way to include builders workshops on these trips.  These stops and the colleges allow me to really understand the needs, strengths and dreams of rank and file builders that no one can read in email or at an airshow. for a sample, read this story: Corvair House Call, Range: 335 miles.

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f)  By my continued advocacy and industry relations, Corvairs have full insurance, at the lowest rates, available from a number of sources. If you would like to find out more Contact Bob Mackey, VP of Falcon insurance, The EAA’s designated provider, seen on the left in the photo above.

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g) Over the years, we have built a very tight knit community of like minded builders. If you read this story about fools at our county airport: A visit to the insane asylum, and it sounds like your airport, and if your local EAA chapter is devoid of homebuilders and filled with negative people, you will find the Corvair movement to be a powerful antidote. Many Corvair builders catch several colleges a year, there they find positive, outgoing, energetic builders, effectively making the Colleges their “local EAA chapter” We have worked very hard to attract outstanding people interested in accomplishing their goals. I  go out of my way to encourage new builders but I am intolerant of people who are compulsively negative. I am willing to be a cheerleader, but not a therapist.

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Above is Rich Whittington’s fabulous looking 601 HDS at Corvair College #21. Our Conversion Parts work with all models of the 601 and  the 650. One of the things I respect about Rich is his outspoken honesty. He started out with a criminally poor 2,700 made by a rip off artist in GA. To prevent other builders from making a similar mistake, he wrote a number of comments on this on Zenith Builders and flyers page. His second engine was a standard installation matched with a 3,000cc engine his is very pleased with.

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5) Examples of flying Corvair Powered Zenith 601s and 650s:

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In 2011, I wrote up a quick list of flying Zeniths, Since then a number have been added, but this list is a good beginning point, it has date of first flight and the N-number of these aircraft. Click on this link:  List of Corvair Powered Zeniths

If you would like to get a look at pictures and short notes on a number of 601/650’s, click on this story link:

16 Flying Corvair powered Zenith 601/ 650s

Below are a number of stories about flying planes.  We get a steady flow of new flyers Like Jerry Baak and Pat Hoyt, whos names are not on the first list:

 A really nice 2700cc tail wheel XL:  New Zenith 601 XL(B), Conventional Gear, Jerry Baak, S.C.

Good looking 2,700cc plane in FL, story is about a house call: Flying 2700 cc Zenith 601 XL(B), Alan Uhr

Very nice looking 650, links to movies of plane: Zenith 650-2700cc Dave Gardea

Our west Coast rep, Woody’s plane: Zenith 601XL-2,850cc, Woody Harris also read the story: Woody’s 2,850cc Corvair/601XL hits 400 hours.

A plane seen at Brodhead, Oshkosh and the Zenith open house in 2013: Patrick Hoyt, new Zenith 601XL, now flying, N-63PZ

Story from the moderator of our “Zenvair” discussion group: Guest writer: Phil Maxson, flying a 3100cc Corvair in his 601XL

Story on a long time member of the Corvair Community: 601XL-2700cc Dr. Gary Ray

Story on a 500 hour 601 Tail Wheel aircraft: Zenith 601XL-3100cc Dr. Andy Elliott

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Above, Making a house call in California to Larry Winger’s. His engine ran at Corvair College #18. Larry’s aircraft is a magnificent 650, built from plans, not a kit. The aircraft has since been completed and has been moved to the Chino airport. Larry exemplifies many of the finest qualities in homebuilding. When he started the project, he had never built an engine, a plane and was not yet a pilot. He has since accomplished all three.

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6) Examples of Builders working on this Combination:

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Many experimental aircraft companies like to tout how many of their product has sold as a measure of  success. Sales numbers on only a measure of their success, not that of builders. The only number that counts are how many builders that make it all the way to flying and enjoying their creation. It is a fact of marketing that it is far easier to keep finding new buyers to spend money than it is to support the ones that already spent the money, all the way through flight.  This is why many aircraft LLC’s have planned lifespans of only 48 months, so they make all the sales and fold up the tent before they have to do the real work of supporting builders.

We are very different. I have been supporting Zenith builders for a decade, but I have been working with Corvair builders since 1989. I am in this for the long haul, and my measure of success is getting people flying. We have many people working on Corvair powered 601s and 650s. In the first 10 years, we build and sold about 160 motor mounts for the combination. I didn’t make them just to have something to sell, I made them so that each builder would have a good shot at completing and flying his plane. I will be here long enough to support each of those builders in completing their plane. If you select a Corvair engine, I will be your ally in completing your plane, just as I have been for many others before you.

If your goal is to merely buy something, you need only find a salesman with an engine to sell. If your goal is to learn about, understand, build and fly your plane, you need an instructor-guide-mentor, an aviator not a salesman. Think it over: If your goal was to climb mount Everest, there would be plenty of people you could buy equipment from, but that isn’t the same thing as finding a Sherpa who has been to the top to act as your instructor and guide.  A big part of why experimental aircraft have a 20% completion rate is that most people purchasing a kit or an engine have not spent 3 minutes learning how to differentiate between a salesman and a guide.

Below are a sample of our builders, each of whom I am going to see all the way through their aircraft finished and flying:

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Nice guy who has been to many Corvair Colleges: Jim Waters 601XL-B project, “In The Arena,” Memorial Day 2013.

Our oldest builder in action :Dick Otto in California, S.R.B. (Senior Ranking Builder)

A letter from the same builder: Mail Sack – Letter of the month – Dick Otto, 601XL Calif.

A 2,700cc break in run on a 90% complete airframe: Weekend Double Header, 2nd engine of the year, Rick Koch

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7) Operational Data for this combination:

If you would like to read a story about detailed flight data collection on a 2,850cc 750, check out this link: CHT part #5, flight data from Zenith 750 . It is an example of the type of information exchanged on our ‘Zenvair’ group.  If you are attracted to a builders group that is made of intelligent thinking people, you will fit right in with Corvair builders.

If you would like a single example to effectively demonstrate that I am an aviator not a salesman, it is the type of data that I discuss with builders. No salesmen will acknowledge accidents nor difficulties that involved their products, even circumstantially.

Conversely, I am here to teach people what they need to know. I have a long history of writing about subjects that salesmen wouldn’t touch with a 10 foot pole. I write about accidents and friends I have lost, honest mistakes people made and things you can learn from them.  Just about everything know in aviation cost someone dearly to learn. If you are unwilling to talk about these things in plain language, people are doomed to repeat them.

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Risk Management, Judgement Error, money in the wrong place. is the story of our only fatal accident in a Corvair powered Zenith. (There is another below, but it was a different company) The NTSB pointed to an incorrectly assembled carb, but read the story and decide if judgment isn’t the root cause.

“If only someone had told him……” is a story about people who don’t listen. Guy A and Guy B were both Zenith 601 builders. Guy B was the passenger in the First 650 accident (AMD airframe- O-200 engine, ruled pilot error). Guy A was a well known and liked Zenith builder and flyer, who quit aviation after this incident.

Risk Management, Factor #1, Judgement. Covers how developing and exercising judgment is paramount to managing your own personal risk.

Risk Management, Experience vs Judgement. Ken Terry was a friend of mine and a huge influence on Grace’s flying, and her development as a pilot. The story is about how experience, even 40,000 hours of it is not a defense compared to exercising good judgment.

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Dan Weseman and Dave Dollarhide having a good time at Sun n Fun 2013. They both are in the last story “Friday night” in the link “Three aviation stories”.

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 Three Aviation Stories  covers my personal perspective on risk, and what level is worth managing, and how aviators come do deal with this. It speaks of meeting Al Haynes at two points in my life, 14 years and a world of experience apart. It also covers how several members of our EAA chapter each looked at loosing two friends.

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Above, A photo taken at Sun n Fun 2006. My wife Grace Ellen and myself, in front of the first Corvair powered Zenith, our own N-1777W. The plane was the first XL model with conventional gear.  Grace is a skilled pilot in her own right. She has been a pilot longer than I have, holds more advanced ratings and owns two aircraft. As a point of ethics, we do not promote, advocate nor sell things we have not personally flown behind.

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8) Who is William Wynne?

Modern consumer sales logic dictates that that business should ‘de-personalize’ themselves so consumers find nothing objectionable about the provider while they are spending money.  That model may work elsewhere, and even have advocates experimental aviation, but I don’t buy it.  I contend that Aviation is a different arena, and who you are dealing with, and their ethics, experience and perspective matters.

Building a plane or an engine is a marriage of sorts between the builder and his airframe or engine company. I believe that it is best if everyone goes into it well informed with their eyes wide open. I am always surprised how few people even Google the name of a person they are thinking of working with. You don’t need to see eye to eye with them on every point nor even love them, but the relationship must absolutely have trust and respect operating in both directions. In 25 years I have seen many builders try to justify buying a product from a provider they didn’t really trust. It never works out. It doesn’t matter how good it looks, what it costs or how great it is supposed to work, if it is from a bad guy, it isn’t worth buying.

I could write a quick paragraph about how I am a pilot, a 22 year A&P mechanic, and that I hold both an AS degree in Maintenance and a BS in Professional Aeronautics (accident investigation) From the worlds #1 aeronautical university, Embry-Riddle , but I don’t think that any of that explains my commitment to builders nearly as well as the flying planes of our builders and things we have accomplished. Henry Ford said “A man can not base his reputation on what he says he will do; only what he has done.”

I am plain spoken. to understand why, read the ‘Effective Risk Management’ story below. I have many friends who are experienced aviators who value plain talk. This type of speech also tends to offend people who dabble in aviation and would rather read polite things that align with their pet opinions. I am in aviation to share experience builders need to know, not say things people want to hear. Below are a selection of stories, some humorous, but all with a point, that give people a better understanding of who I am. From there you can decide if you choose to work with me as your engine mentor.

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a) Fixing America is going to cost each of us $1.69

b) Greatest Book on Flying Ever Written, (Is your life worth $16?)

c) In defense of plain speaking……

d) Turtles and Cell Phones, 6/24/13.

e) A thought on Easter….

f) Happy Father’s Day William E. Wynne Sr.

g) Effective Risk Management – 2,903 words

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9) Notes on trash from Bankrupt LLC’s:

Not all things called a Corvair represent my work or designs. Over the years, our success and willingness to share information has brought out a number of short lived LLC’s that were run by rip off artists, and mentally ill people. Particularly, there have been four businesses that made poor copies of our parts or untested garbage. All of these are bankrupt today. Because they were LLC’s they could take peoples money without any liability to repay it. Today, I have just heard that another is coming back with a new name. The story will never end as long as people don’t do their home work or believe that they are getting a bargain. You can read about one of these companies at this link: Cloudn’t have happened to a nicer guy……

I warn people all the time not to buy things from these people, or to buy this stuff at the flymart. For examples of things no one should have bought, look at this story: Built by William Wynne? Built according to The Manual?

Let me be absolutely clear, that I will be polite to people, but I will not work on, offer advice on, or help with products made by bankrupt people that I considered vermin. If you have one of the engines from these LLC’s you are out of luck. I will not allow you to join our ‘Zenvair’ group nor will I allow you to attend any of the Colleges. This isn’t out of spite, it is to protect these builders lives. They all want to put a band aid on their bad purchase and make it “good enough to fly.” A band aid isn’t going to do it, an amputation is in order. People who blew $12K on Junk don’t want to hear this, they are still looking for a cheap out that doesn’t exist.  I will not assist them in the delusion that they have found one.

The Zenith Builders and flyers website has a small number of old posts from people who bought trash like this for their projects. If you look closely, these people offered great testimonials, but later abandoned their builds. On the same sites, I have builders like Larry Winger and Rich Whittington sharing that the same people took their money and delivered trash. Some people still don’t do their home work.

Zenith 750 / Corvair reference page, October 2013

Builders,

Here is a single location page that has a great number of links to information specific to the Zenith 750 / William Wynne-Corvair Combination.  It is a particularly good match, we have a number of different ways to approach it that serve the needs of many different builders, and it is a success story that builds on our 10 year history of working with Zenith builders, starting with our own personal 601XL in 2003. Since then we have assisted more than 80 builders to complete and fly their Corvair powered Zeniths. In the coming years these will be accompanied by an ever increasing number of 750’s.

If you already are working on your Corvair, this page will have information you have seen already on our websites, but I have included it so that this page can function as a ‘stand alone’ guide for 750 builders who have just heard about our work with the Corvair. Our approach to serving builders is different than typical businesses geared only to sell things to consumers. Our goal is to assist you on your path to becoming a more skilled aviator. The products we sell support this, but simply getting you to buy things is not what I am in aviation to accomplish. If you would like to start with a simple three page spec sheet on the engine, read this link first: Basic Corvair information

This page is broken into the following sections:

1) Introduction

2) Engine and build options

3) installation components

4) Support for builders

5) Flying 750’s

6) Builders in process

7) 750 flight data and safety notes

8) who is WW?

9) Comments on dangerous trash.

At the end of each section there are links to supporting stories that have expanded information on concepts discussed in the section. Take your time and study it carefully.

I will be glad to answer further questions just email WilliamTCA@aol.com or call 904-529-0006. You can also check our two websites, https://flycorvair.net/ , http://flycorvair.com/ . The first is our ‘newspaper’ the second is our ‘library’ and ‘store.’ The links below are stories that already appear on these two sites, they are just arranged here to support this introduction to Corvair power for 750 builders.

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Above, the flying 2850cc Zenith 750 built by Gary Burdett of Illinois.  It has our full complement of Zenith installation components and one of our production engines.

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1) Introduction:

The Corvair has been flying since 1960, and I have been working with them as flight engines since 1989. It is a story of careful development and testing, a slow evolution to the engines we have today. It is ‘old and proven’ rather than ‘new and exciting.’  If that approach appeals to you, read on. There is a lot of material here, and it isn’t something you are going to absorb in one quick scan. Frankly, your engine selection deserves careful consideration, and it isn’t the kind of decision you should make based on a 4 page sales brochure.

Corvairs have proven themselves to serve a very broad variety of builders. Many alternative engine options for the Zenith are offered only as a “buy it in a box” import, more of an appliance than a machine, with little or no consideration of the builders, skills goals, needs, budget or time line. The Corvair has options to address these valid considerations, because your power plant should conform to you, not the other way around.

This said, Corvairs are not for everyone.  In the 25 years I have been in the EAA and working with builders, the Corvair has always been very popular with ‘traditional homebuilders’, the people who have come to experimental aviation to discover how much they can learn, understand and master.  The expansion of the EAA has brought more of these builders, but it has also brought a great number of people incapable of distinguishing between mastery of an aircraft or an engine and just merely being its buyer and owner.  People who’s consumer mentality and short attention spans are better suited to toy ownership than mastery of skills and tools in aviation. Corvairs, and perhaps experimental aviation, are a poor match for such people. Many salesmen in our field will gladly sell anything to anyone with green money. I am an aviator, not a salesman, and the gravity of the subject requires more frank discussion and ethics than many salesmen bring to the table.

If you came to experimental aviation to find out how much you can master, not how little, then you are among the aviators who follow Lindbergh’s timeless 1927 quote: “Science, freedom, beauty, adventure: what more could you ask of life? Aviation combined all the elements I loved.”  Even if you are brand new to aviation, I am glad to work with you. I have a long history of working with builders of all skill levels. We have a number of successful builders out flying their Zeniths who are the masters of both their airframes and engines, who had never changed the oil in a car before building their plane.  If you got into experimental aviation just to buy stuff, then any salesman will do just fine for you. If you got into experimental aviation to learn, develop your own skills and craftsmanship and make things with your own hands, then who you work with really matters. You can’t become and old school homebuilder / motor head by buying things from salesmen. They have nothing to teach you. What you will do in experimental aviation is not limited by what you already know. It is only limited by what you are willing to learn, and selecting experienced people to learn from.  If you are here to learn, I am here to teach. It is that simple.

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a) – Complete Lindbergh quote is here: The Quote, 1927, C.A.L.

b) – Explanation of machines vs appliances : Machines vs Appliances Part #2

c) – Story of real engines vs ‘ideal’ ones: Unicorns vs Ponies.

d) – An example of our ling standing working relationship with Zenith: Friday out of shop until 4pm.

e) – A direct explanation of what makes my work different than typical LLC’s : 2011 Outlook & Philosophy

f) – A moving statement of philosophy: Sterling Hayden – Philosophy

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Above, the 3,000 cc Corvair, configured for a Zenith 750. An inherently simple engine, It’s opposed six configuration makes it the smoothest of available power plants. It has outstanding cooling because GM put a tremendous amount of cooling fins on it and  gave it a factory CHT redline of 575F. All of our engine parts are made in the United States.

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2) Engine and build options:

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If you are new to Corvairs, lets quickly cover some ground: General  Motors made 1.8 million Corvairs. brand new parts, including billet cranks, forged pistons, valves bearings,  virtually every single part inside is currently made and readily available, and will remain so. Rebuildable Corvair engines are plentiful, and much easier to find that Lycomings or Continentals. We have been working with Corvairs for 25 years, and there is no shortage of core engines or parts. If you doubt this for a second, Google “Corvair engine parts.”

The Corvair makes an outstanding aircraft engine because it is a simple, compact, direct drive, horizontally opposed six cylinder, air cooled engine. It is robust, and ‘flat rated ‘ from it’s automotive output. The engine runs equally well on automotive fuel and 100LL, and it does not care about ethanol. In its 53 year flight history, more than 500 experimental aircraft have flown on Corvair power.

The engine can be built in three dispacements with three respective power outputs. They are 2,700cc / 100HP, 2,850cc / 110HP and 3,000cc / 120HP. The two smaller displacements weigh 230 pounds, the larger actually weighs 8 pounds less because it uses lighter cylinders. All engines are completely rebuilt from very high quality parts before flight. They are not just removed from cars. The parts we use are specifically selected to convert the engine for the rigors of flight use. Forged pistons, Inconel valves, chrome rings, ARP rod bolts and many other components are upgraded in the rebuild.

To absorb the propeller and flight loads a “5th bearing” is added. It is a billet housing with a very large bearing from a V-8, bolted on the end of the case.The ignition is redundant and utilizes two 40,000 volt systems, one driven by digital electronics the size of a match book, the other by a traditional set of points. The engine is direct drive, it has no complex reduction unit. It makes good thrust because it has more than twice the cubic inches of a Rotax 912. All of the systems on the engine are intentionally patterned after those on Lycomings and Continentals, because they are the  model of success in proven aircraft power plants. People who do not acknowledge certified engines as excellent models of success are often just zealots.  To succeed in experimental aviation you need dispassionate information not emotional opinion.

One of the unique features of the Corvair is that it can be built at home, from our information and parts and a locally acquired rebuildable engine, or it can be purchased from us, test run with logs. 90% of current builders are building their own engine at home. Only 10% of the builders opt to have us build their engine. We have happy to serve both builders. In either case, Corvairs are the best match for builders who want to understand and be the master of their engine.

Because of the plans built vs production engine nature of the Corvair, there are large variations in how much builders budgets run. Below is a quick look at the differences. Keep in mind, these budgets are for first class, completely overhauled, zero timed engines with 5th bearings, starting, ignition and charging systems. We have clever builders who have built and flown engines for less than $3,000, but this not representative of main line builders. The numbers below are much better for Zenith builders to budget on.

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2,700cc / 100HP typical homebuilders budget: $6,500- Same engine assembled and run from us $9,750

2,850cc / 110HP typical homebuilders budget: $7,500- Same engine assembled and run from us $10,750

3,000cc / 120HP typical homebuilders budget: $8,500- Same engine assembled and run from us $11,750

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If you are attracted to the concept of building your own engine, but have not built motors before, Good.  About half of our builders have never built any kind of an engine before. Our main work is teaching people what we know and providing the parts to work with. Our system does not require anyone to be a machinist nor to have previous engine experience.

The procedure of building an engine in your shop follows this format:

1) Get a conversion manual and DVD’s from us, use them to find a rebuild able core engine locally. Disassemble this engine following the steps in the DVD.

2) Send the crank and heads to our approved facilities for rebuilding and modification. They come back ready to ‘bolt on.’ Other parts of the engine are cleaned and inspected. The parts to convert the engine are ordered from us, many of the standard rebuild parts like lifters and gaskets are available from local auto parts stores. We do not ‘middle man’ anything you can directly buy.

3) Assemble these parts according to the manual and DVDs. There is no machine work required, only basic tools are needed, and a few specialty tools like a torque wrench. Many builders attend our free Corvair Colleges and directly learn hands on skills. You can even bring your parts and assemble them under our supervision, and test run your engine on our equipment. College attendance is a plus, but not required. Our methods work without direct training; a good number of engines are built and flown each year by builders who have never met me in person.

4) The test run serves several purposes. We teach people to build one of  three specific models, and we teach them to use specific parts. Not only are these proven, but it also allows me to verify from a remote location that the engine was assembled correctly. A builder can report his static rpm, CHT, oil temp during the test run with his Warp Drive prop at the specified setting, and I can confirm the output and assembly of the engine without seeing it personally.

If you would like a sample of the information on working your way through the above four steps, get a look at this: Getting Started in 2013, part #1, Crankshaft process options.

I have broken down building a Corvair and installing it on your airframe into 42 “groups”. The previous link is about  ‘Group 1000’ the crankshaft. If you would like to look at every part that goes into a Corvair, along with the conversion parts we sell, look at Groups 1000 -3300 at this link to our catalog: http://www.flycorvair.com/products.html

All builders get started with a conversion manual. The first part of the above link is about manuals and DVD’s.  The direct link to the manual is: http://www.flycorvair.com/manual.html. almost all builders looking for a rebuild able engine also order the Disassembly  DVD, which covers core engine selection visually. The direct link to it is: http://www.flycorvair.com/videov.html We encourage everyone to get started with information, even if you are pretty sure you would like to purchase a production engine from us. If you eventually buy an engine from us, we directly reduce the price to rebate all the money you spent on manuals and DVD’s.

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a) – Corvair Weight story: Corvair vs O-200…. weight comparison

b) –  Samples of our production engines:  2012 Corvair Engines For Sale: 100, 110 and 120 HP

c) – For an explanation of ‘flat rating’ and a 750 engine build : Shop perspective: Mastery or ?

d) – A story about engines running on our hangar Dyno: http://www.flycorvair.com/thrust.html

e) Engine of builder now working on 750 airframe: World’s Strongest 3,000cc Corvair, built by Greg Crouchley

f)  3,000cc engine we built for 750 builder Larry Hatfield: 3,000cc Engine Running

g) A story about the evolution on 120HP Corvairs: 3,000 vs 3,100 cc Corvair engines.

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Headed to the 2012 Zenith open house, six of our powder coated 750 mounts. All of our mounts are welded in house, all of our parts are made in the United States.

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3) Installation Components for the 750:

We provide every single part it takes to install a Corvair in your 750.  You can buy them one at a time, or all at once. Ninety percent of these parts are common to our Zenith 601/650 installation, which has been successfully flying for a decade. Only the mount, the diameter of the prop, and the size of the air inlets is different. Our Zenith installation manual detail how and why each of the installation components are installed on your airframe.

The installation does not require any modification to the airframe fuel system like most EFI engines do.  Being air cooled and carbureted, it is one of the easiest engines to install. Many companies that are good at selling things are poor at teaching things, like how to install their products. Teaching is the very cornerstone of my work, I am a skilled writer, we run Corvair Colleges, and we have a simple engine. All this adds up to a comparitively easy engine to install. There is no need to rush it, but I can do it working in one long day.

 Installation part numbers are Groups 3400 through 4300 in the second half of our numbering system. Get a look at this link: http://www.flycorvair.com/products.html From that list, you can see that the major installation parts for a 750 are: #3601(S) intake manifold, #3901(A) Stainless exhaust, #4002 spinner bulkhead, #4003 Warp Drive prop, #4101 baffle kit, #4102 nose bowl, #4103 cowl kit and a #4201(B) mount. The other smaller items listed are detail in our Zenith installation manual. All of the above parts have links to stories through the products page, but just for an overview of a single part, look at this link: Zenith 750/Cruiser Mounts. P/N 4201(B)

Many people new to building initially think that very economical engines like the Corvair must also be inexpensine to install. In reality, the cost of items like motor mounts and cowls are not affected by the cost of the engine they mount and house.  A mount for a $30K UL-350 and a $7K Corvair have about the same amount to tubing and welding time in them, and thus cost about the same. Most engines for Zeniths have installation kits that run from $4,000 to $6,000. The Corvair is near the bottom of this range, but the savings of using the Corvair is in the engine, not the cost of installing it. Builders can save a significant amount of money by fabricating many of the parts like #4103, but most people are near the finish line at that point and opt to buy it and save the time. Exact cost on the installation parts varies a bit, I will be glad to review it with builders after they study the installation manual.

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a) – For an example of 74 years of aircraft welding talent: Zenith 601/650 Motor mounts, P/N 4201(A)

b) – To learn about the Stainless exhausts we make: Stainless Steel Exhaust Systems

c) – A 2008 look at how we developed the 750 installation on one of the first kits:

  http://www.flycorvair.com/750.html

d) You tube video of an engine we built running on a 750 fuselage, 2009: http://www.youtube.com/watch?v=y_1ov0DAbe8&feature=plcp

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An overhead photo of a CH-750 installation we did in 2009.

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Above, 2004 at Oshkosh: Next to our personal Zenith N-1777W, I explain our dual ignition arrangement two executives from Falcon insurance, The EAA’s provider. To offer real support, an alternative engine provider must be an effective advocate for his builders on many fronts, including meeting the requirements of underwriters. Just being an engine guru is not nearly enough. Corvair engines that follow our design,  including to ones assembled by builders, are fully insurable at the lowest rates, right from the first flight, because they have an outstanding safety record. Having good effective hands on support is a critical element in this outstanding record.

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4) Support for Builders:

Beyond the basic engine and installation components, we offer many forms of support to Zenith builders:

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a) We have a very detailed Installation manual for all Zeniths: http://www.flycorvair.com/601im.html We also have a flight operations manual with specific test flight plans and procedures: http://www.flycorvair.com/ops09.html

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 b) we hold 4 free hands on technical seminars called “Corvair Colleges” every year. This includes an annual College held in Mexico MO at the Zenith Factory timed to coincide with the factory open house in September. For an introduction to Colleges, read this link: http://www.flycorvair.com/cc21.html  An overview of upcoming colleges is at this link:  Upcoming events, Airshows and Colleges #26-28. If you would like to see video of a College, here is a link to Corvair College #17 http://www.youtube.com/watch?v=wfa85e3ibI4&playnext=1&list=PL1D40A102EC2A194D&feature=results_video

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c) The “Zenvair” group is a separate on-line peer-to-peer discussion group just for Corvair/Zenith flyers to directly and freely share information and data with each other in a civilized productive format. The link is : ‘Zenvair’ Information board formed  This is very effectively moderated by Zenith/Corvair builder and flyer Phil Maxson.

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d) Woody Harris, subject of this story:  Zenith 601XL-2,850cc, Woody Harris Is our west coast representative. Although we have held 5 Corvair Colleges in California, including 2 at Zeniths west coast facility Quality sport planes,  we only make one trip to the west per year. Woody covers all the shows and events from Arlington to Copper State when we can’t be there.

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e) I am the last guy in aviation who still makes free house calls. Over the years I have made more than 400 in person visits builders projects. I travel extensively, and go out of my way to include builders workshops on these trips.  These stops and the colleges allow me to really understand the needs, strengths and dreams of rank and file builders that no one can read in email or at an airshow. for a sample, read this story: Corvair House Call, Range: 335 miles.

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f)  By my continued advocacy and industry relations, Corvairs have full insurance, at the lowest rates, available from a number of sources. If you would like to find out more Contact Bob Mackey, VP of Falcon insurance, The EAA’s designated provider, seen on the left in the photo above.

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g) Over the years, we have built a very tight knit community of like minded builders. If you read this story about fools at our county airport: A visit to the insane asylum, and it sounds like your airport, and if your local EAA chapter is devoid of homebuilders and filled with negative people, you will find the Corvair movement to be a powerful antidote. Many Corvair builders catch several colleges a year, there they find positive, outgoing, energetic builders, effectively making the Colleges their “local EAA chapter” We have worked very hard to attract outstanding people interested in accomplishing their goals. I  go out of my way to encourage new builders but I am intolerant of people who are compulsively negative. I am willing to be a cheerleader, but not a therapist.

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Doug Stevenson’s 750, powered by a 3,000 cc Corvair engine in California. This was the first Corvair powered 750 to fly.

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5) Examples of flying Corvair Powered Zenith 750s:

Doug Stevenson : Flying Zenith 750 w/3000cc Corvair, Doug Stevenson, California

Jeff Cochran: New “Zenvair-750″, Jeff Cochran, 2,850cc engine, N750ZV

Gary Burdett: Zenith 750 Flying on Corvair Power, Gary Burdett, Illinois

first story: Gary Burdett, 2,850cc Zenith 750, now flying. (engine selection)

Tom Siminski : Flying Zenith 750, Tom Siminski, 2700cc, PA.

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Above, Coenraad Van Der Merwe at the controls of his 750 during the first run of the 2,700cc Corvair he built for it. In spite of a busy work and personal schedule, he completed the airframe and built his engine in 18 months. Electing to build your own engine need not significantly increase the length of your build.  In many cases, the vastly lower cost of this option compared to other engines allows the aircraft to be completed years earlier. Money, not time, is the limiting agent in most aircraft builds.

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6) Examples of Builders working on this Combination:

Coenraad’s 2,700cc: Running Zenith 750, Coenraad Van Der Merwe, CA

Blain Schwartz’s 2,850cc: Zenith 750 Builder Blaine Schwartz video on you tube http://www.youtube.com/watch?v=B4HwntCo2-I

Rodger Grable’s 2,850cc Corvair College #23 – 2850cc Engine, Roger Grable, CH-750 Builder

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7) Operational Data for this combination:

If you would like to read a story about detailed flight data collection on a 2,850cc 750, check out this link: CHT part #5, flight data from Zenith 750 . It is an example of the type of information exchanged on our ‘Zenvair’ group.  If you are attracted to a builders group that is made of intelligent thinking people, you will fit right in with Corvair builders.

If you would like a single example to effectively demonstrate that I am an aviator not a salesman, it is the type of data that I discuss with builders. No salesmen will acknowledge accidents nor difficulties that involved their products, even circumstantially.

Conversely, I am here to teach people what they need to know. I have a long history of writing about subjects that salesmen wouldn’t touch with a 10 foot pole. I write about accidents and friends I have lost, honest mistakes people made and things you can learn from them.  Just about everything know in aviation cost someone dearly to learn. If you are unwilling to talk about these things in plain language, people are doomed to repeat them.

For an example of  plain speaking, I conducted an in person investigation of an accident on Doug Stevenson’s 750. It had an off airport landing on it’s third flight, and was damaged. It was caused by fuel exhaustion. You can read the whole story at this link: http://www.flycorvair.com/stevenson.html . Doug made a simple mistake., but he was man enough to admit it, and he wanted others to learn from it. As the leader of the Corvair movement I long ago set the ethic that we don’t demonize men for honest mistakes, we work with them to investigate and teach others. Doug repaired the airframe and we tore the engine down and internally inspected it. His aircraft is back flying and a proven performer now. As you read the report, keep in mind that I am a graduate of the same Embry Riddle degree program that most NTSB accident investigators. The data I collected, including the video, was taken into the official report.

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Above, A photo taken at Sun n Fun 2006. My wife Grace Ellen and myself, in front of the first Corvair powered Zenith, our own N-1777W. The plane was the first XL model with conventional gear.  Grace is a skilled pilot in her own right. She has been a pilot longer than I have, holds more advanced ratings and owns two aircraft. As a point of ethics, we do not promote, advocate nor sell things we have not personally flown behind.

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8) Who is William Wynne?

Modern consumer sales logic dictates that that business should ‘de-personalize’ themselves so consumers find nothing objectionable about the provider while they are spending money.  That model may work elsewhere, and even have advocates experimental aviation, but I don’t buy it.  I contend that Aviation is a different arena, and who you are dealing with, and their ethics, experience and perspective matters.

Building a plane or an engine is a marriage of sorts between the builder and his airframe or engine company. I believe that it is best if everyone goes into it well informed with their eyes wide open. I am always surprised how few people even Google the name of a person they are thinking of working with. You don’t need to see eye to eye with them on every point nor even love them, but the relationship must absolutely have trust and respect operating in both directions. In 25 years I have seen many builders try to justify buying a product from a provider they didn’t really trust. It never works out. It doesn’t matter how good it looks, what it costs or how great it is supposed to work, if it is from a bad guy, it isn’t worth buying.

I could write a quick paragraph about how I am a pilot, a 22 year A&P mechanic, and that I hold both an AS degree in Maintenance and a BS in Professional Aeronautics (accident investigation) From the worlds #1 aeronautical university, Embry-Riddle , but I don’t think that any of that explains my commitment to builders nearly as well as the flying planes of our builders and things we have accomplished. Henry Ford said “A man can not base his reputation on what he says he will do; only what he has done.”

I am plain spoken. to understand why, read the ‘Effective Risk Management’ story below. I have many friends who are experienced aviators who value plain talk. This type of speech also tends to offend people who dabble in aviation and would rather read polite things that align with their pet opinions. I am in aviation to share experience builders need to know, not say things people want to hear. Below are a selection of stories, some humorous, but all with a point, that give people a better understanding of who I am. From there you can decide if you choose to work with me as your engine mentor.

a) Fixing America is going to cost each of us $1.69

b) Greatest Book on Flying Ever Written, (Is your life worth $16?)

c) In defense of plain speaking……

d) Turtles and Cell Phones, 6/24/13.

e) A thought on Easter….

f) Happy Father’s Day William E. Wynne Sr.

g) Effective Risk Management – 2,903 words

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9) Notes on trash from Bankrupt LLC’s:

Not all things called a Corvair represent my work or designs. Over the years, our success and willingness to share information has brought out a number of short lived LLC’s that were run by rip off artists, and mentally ill people. Particularly, there have been four businesses that made poor copies of our parts or untested garbage. All of these are bankrupt today. Because they were LLC’s they could take peoples money without any liability to repay it. Today, I have just heard that another is coming back with a new name. The story will never end as long as people don’t do their home work or believe that they are getting a bargain. You can read about one of these companies at this link: Cloudn’t have happened to a nicer guy……

I warn people all the time not to buy things from these people, or to buy this stuff at the flymart. For examples of things no one should have bought, look at this story: Built by William Wynne? Built according to The Manual?

Let me be absolutely clear, that I will be polite to people, but I will not work on, offer advice on, or help with products made by bankrupt people that I considered vermin. If you have one of the engines from these LLC’s you are out of luck. I will not allow you to join our ‘Zenvair’ group nor will I allow you to attend any of the Colleges. This isn’t out of spite, it is to protect these builders lives. They all want to put a band aid on their bad purchase and make it “good enough to fly.” A band aid isn’t going to do it, an amputation is in order. People who blew $12K on Junk don’t want to hear this, they are still looking for a cheap out that doesn’t exist.  I will not assist them in the delusion that they have found one.

The Zenith Builders and flyers website has a small number of old posts from people who bought trash like this for their projects. If you look closely, these people offered great testimonials, but later abandoned their builds. On the same sites, I have builders like Larry Winger and Rich Whittington sharing that the same people took their money and delivered trash. Some people still don’t do their home work.

Below is a photo of a heavily damaged Zenith 750 with a Corvair in it.  At first glace you might think it was the work of one of our builders, but it is not. The photo was sent to me by the insurance agent who wanted to know who much it would cost to repair. I told him I wouldn’t touch it for any price.

The problem with the plane is that the owner bought from the wrong people, and later wanted a ‘band aid’ fix, and tried to alter his engine to look more like the ones we teach people to build. Looks don’t count, function does. This plane had a rear starter that deleted the harmonic balancer. This required a goofy motor mount to clar the ring gear in the back. After the builder had a number of failures with the original starter, the builder bought another crank from another LLC in Georgia and tried to set up the plane with front starter parts bought second hand. On one of the first flights after the band aid was applied, the entire prop hub assembly and the prop came off the plane in flight and it crashed. The reason for this was probably something as simple as having the wrong flange on the replacement crank. The owner didn’t tell the insurance company that he had applied the band aid, but they found out anyway, and when they did they started talking about voiding the coverage. All of this could have been avoided by doing some homework before the original purchase, or just starting over when he realized his mistake. This is why I don’t help people put band aids on things that need to be amputated.

Just one thing to look at: The two down tubes in the mount that support the cabin structure. Note that they are actually broken. Look closely and see that they had a direction change and a butt weld right in the middle of the tube to clear the original rear starter set up. That is pure trash put out by people with no education and purchased by people looking for a bargain.  I am not here to serve such people. I believe that people have a human right to end their lives, but this doesn’t require me to assist them in doing so.

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Yearly Condition Inspection on Corvair Engine

Builders:

Get a look at the logbook entry below; This isn’t a joke, it is for real, it was ‘signed’ by an alleged aircraft mechanic six weeks ago in the Chicago area. It was done as a condition of sale for a Corvair powered aircraft which was sold as “Airworthy” and “Inspected” for a new owner who trusted the seller and his mechanic. It is complete bull shit, this doesnt constitute an airworthiness inspection nor a valid log book entry. This is no small matter, log book entries are subject to federal laws.

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I earned my A&P license at Embry-Riddle Aeronautical University a generation ago. Our classes on documentation were taught by Professor Robert Routh, a retired NTSB administrative law judge. I am well versed in valid inspections and their documentation. Many homebuilders mistakenly believe that the FAA is somehow lenient on enforcement with homebuilts. I will grant they can appear arbitrary, but when they get focused on a case, they run it just as if it were an airliner. My FAA office is Orlando, and in our area, such an entry if discovered would be grounds for revocation of the mechanics license. That may not even be possible here, because I suspect the name and number are made up.

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As a homebuilder working on your own plane, you don’t have to be concerned about what the jackasses are doing. You are going to finish your own plane, get the repairman certificate for it, and then you are going to do all your own inspections. You will be independent of what others. The Corvair, sets you apart from other homebuilders, because for 28 years I have been teaching builders how to be skilled builder-operators, not just the person who bought something. Your willingness to learn, and our demonstrated commitment to builder education is the perfect alloy to free you from putting your life in the hands of clowns.

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Condition Inspection

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Yes, this is a real log book. Who cleans a $1.50 spark plug?  Why was the timing not set? Where is the oil change? Where is the test run? This is what you get when an uninformed person wants to make a quick buck and a seller wants to imply something is airworthy. Your life is too important to trust it to such people.

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What is this inspection?

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Experimental aircraft don’t get Annual inspections like Certified planes. Instead they get a Condition inspection, which, if an intelligent person with respect for human life is conducting it, is done to at leastthe same standard as an annual on a certified plane.  If you took a Cessna 150 and the average homebuilt and just kept flying them with no further inspections, the homebuilt would break first. No homebuilt has the production numbers nor the refining of a 150, far less having been certified, built by professionals and maintained by them. For this reason, homebuilts need better and more frequent inspections than certified aircraft, but of course they rarely get them. Set yourself apart from the lazy herd, be determined to never have anything in your plane break that you could have found with an inspection. An issue caught on an inspection is an in flight emergency or a tragic disaster prevented. 

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Who can do this inspection?

This inspection is required by the FAA for the plane to be airworthy.  To do the inspection the person conducting it must have been the builder of recordandhold a repairman certificate for that specific plane.  Alternatively, an A&P mechanic can also conduct the inspection.

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Below, I’m going to list all the steps that I consider a minimum to conduct an effective and valid Condition inspection on a Corvair Engine. These are gathered from my writing. There is nothing new here. As evidence read this:  Critical Understanding #12 – Yearly Condition Inspection 

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Now, two Comments:

A)   No one can conduct an inspection without documented standards they are checking the plane against, period. For example, an A&P can’t verify the timing on a Corvair if he doesn’t know what it is supposed to be. So no one would do that right? Guess again, I have seen more than 200 logbook entries for Condition inspections done by A&P mechanics that make no reference to ever checking the timing. These were all done for second owners of planes, people who bought a Corvair powered plane, and had no idea that the timing was ever to be checked. In the last 15 years, I have never had a single A&P ever call me and ask what he was to check on a Condition inspection on a Corvair. This means that almost all of the inspections were useless exercises that made people feel “Safe” when they were not.

B)    I have seen dozens of homebuilders who never followed up their airworthiness inspection with getting a repairman’s certificate for their plane. An inspection done by a builder without this is not valid, and if there is an accident in the plane, don’t expect the insurance company to pay nor the Feds to be nice either. Think this doesn’t happen? Guess again. I have personally looked at the books of a Lycoming powered homebuilt that had 9 consecutive non-valid inspections because the builder didn’t have a repairman’s certificate. But wait, it gets better: Because he was an airline pilot, he deceptively wrote “A+P” after his inspections to look like A&P. When I called him on this he explained that he was just writing the abbreviation for Airline Transport Pilot, ATP, and then he has the real BS line of saying “The ATP is really the superior rating to the A&P”. Before jumping to conclusion that no one ‘normal’ would do this, know that the guy is a retired flag rank officer and he flew more than 50 Young Eagles in a plane with fraudulent documentation.  If anyone thinks they could dance around that detail when you meet the Feds, they are delusional. Have an accident in that plane and the FAA, would charge the pilot with falsifying federal records, his insurance wouldn’t be valid, and he would he personally liable for civil action.  Flying a uninspected plane is something that people try to justify all the time. Just don’t be one of them.

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Below, I’m going to list 11 steps that I consider a minimum to conduct an effective and valid Condition inspection on a Corvair Engine. These are gathered from my writing. There is nothing new here.

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One)Get a copy of FAR-43 and read appendix D, it lists the minimum of items to be done to a power plant on an annual inspection. Your Corvair will need everyone of these done. The logbook entry when complete will specifically state that “This engine has been inspected in accordance with the scope and detail of appendix D”(https://www.gpo.gov/fdsys/pkg/CFR-2002-title14-vol1/pdf/CFR-2002-title14-vol1-part43-appD.pdf)

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Two)Conduct an up to date information search to make sure your engine is up to current standards. All valid inspections require the inspector to reference the source of his technical data. If someone wants to claim on their insurance form the have an engine to “WW standards”, they have to reference my most current manual, (2014) and the technical updates I publish like the critical understanding series.  This means that the plane will have Denso Plugs, it will not have Chinese rockers, it will have a 5th bearing, etc. You can’t pass an annual inspection on a Cessna ignoring all the AD’s published in the last 10 years, and no logical person is going to argue that a Corvair engine that reflects none of the advancements we have made in the last decade is really as safe as reasonably possible.  The Log book should specifically state the date of the manual being followed and that all Corvair Service Bulletins have been addressed.

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Three) Run up test. This is done to verify that the engine is running correctly. The full static rpm is to be noted, on each ignition, along with the OAT. The idle setting, and the drop with carb heat applied. The mixture, if equipped is to be tested. All engine instrumentation is to be checked for function. Any deviations from accepted levels or function are to be corrected.  Charge and Load test the battery. replace it if it fails or retire it if it is more than 5 years old. NEVER put a trickle charger on an AGM battery like an Odyssey.

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Four) Open the cowling completely, Perform a full visual inspection for leaks and cracked or broken parts paying particular attention to wiring chafing and any exhaust leaks. Wash the engine and dry it. Re-inspect it clean. This process should take at least one hour without interruption. Inspect the inside of the cap, the rotor and the wires. visible  wear is not acceptable. Oil leaks on the engine are not considered acceptable and are to be corrected as detected Carefully inspect balancer for any type of degradation of the elastomer. None is acceptable.

This is a good time to Check the prop. Re-torque the propeller to manufacturers specs. and enter this number in the logs, along with the next required interval for torque.

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Five) Fluids and filters: The oil and filter must be changed, no matter how recently it was. The old filter must be cut open and inspected, and the element saved for later comparison. Any increase in the amount of metal compared to a previous element is reason for further inspection. Log Book to reflect, brand, type and quantity of oil.  Clean or replace air filter, and note this in logs. Bracket brand air filter elements must be replaced at inspection, no matter how many hours they were used. Replace all fuel filters, drain and clean all sumps, including the carb float bowl.

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Six)Spark plugs, Denso only. While we used AC-R44F plugs for many years, We switched over to Denso plugs , both regular and iridium. We have several heat ranges we use with different displacements and compression ratios. They are the easiest, quickest, lowest cost way to add a much greater margin of safety against detonation to your engine. There is no reason why, years after we tested these plugs, that builders should not be using them, yet perhaps half the flying planes still have AC or some other brand plug in them. For the people who say “But AC’s worked fine, I’m still going to use them”  consider that before laparoscopic surgery, people s gall bladders were removed with surgery that was close to a midlevel broad sword wound. If you needed the operation, how would you feel if the doctor said “we are going old-school, it works fine.”

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Seven)Compression test: Learn more here: Compression and Detonation Testing, #2 . Perform a DIFFERENTIAL compression test. Note the compressions for each cylinder, and where the leaks are. Instead of 60/80 being minimum, make 68/80 minimum. anything less than 72/80 requires another inspection in 5 hours.

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Eight)Timing set with light on both ignitions Critical Understanding #4, ANY loss of RPM is Detonation.   Set the timing on BOTH, A and B ignitions, at full static rpm. Note the timing and rpm in the logs for each ignition. Make sure the RPM drop on the back up ignition is within limits.

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Nine)Two minute test Critical Understanding #6, The “Two Minute Test”   Write the OAT, DA, CHT, RPM and oil temp and pressure in the logs

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Ten) One person test flight Critical Understanding #7, The Most Qualified Pilot, ALONE.

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Eleven) Log book entry. Date and sign the logs with the final statement “I , xxxx xxxxx swear that I have inspected this engine, entered the data in the logs and declare this engine to be airworthy” put down your repairman’s certificate number or your A&P license number.

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NOTE: If the plane’s insurance specifies the engine is being operated  “In accordance with William Wynne guidelines” as some insurance does, this means the insurance will not be valid if the compression numbers in in the logs say “130 -125-….” indicating an automotive tester was used or if they find the motor to have NGK or Bosh plugs. Your plane, your choice, do as you wish, just answer for yourself what is to be gained by doing it differently, and what the potential cost is.

-ww.

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What defines ‘reputable’ in our industry?

Builders,

I was doing a little post season cleaning in the office and came across a shoe box where Grace had a collection of event souvenirs from the last 18 years. Begs the question: What is the actual material a reputation is made from?

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Above, name tags, buttons, stickers and patches from experimental aviation events around the country. They include press passes from my years working for EAA publications, a great number of exhibitor tags from past Oshkoshes, and a lot of stuff from Corvair Colleges. Yes, ScoobE did get his own passes. They are almost all from 1999 on, the year Grace came into my life. I had been working with Corvairs for 10 years at that point, but had never saved such things. Grace brought many things with her, one of them being a desire to enjoy the ride, not just achieve the goals. Each of the items above draws out memories of days well spent.

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Next year starts my 29th season in experimental aviation. In our branch of aviation, this puts me in some rare company. There are names which seem to have been around longer, but they are mostly businesses that are on their second or third set of owners, who may tout the longevity of their brand, but don’t serve the original builders nor mission. There are a great number of designers who walked away from or were forced out of the market, even if it was with reason, they no longer served the builders who once believed in them.  And there are names who have been around a long time, but in reality they have just led a long series of LLC’s which frequently folded and took people’s money and dreams with them.  Measured by the reasonable standard of being the original owner of the business, continuously active and still being here for builders, I might be one of 8 or 10 experimental aviation businesses with 28 years of service.

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I do not deserve any special recognition for this.  This was the way it was supposed to be. In my world, you don’t get a trophy for not being a scam artist or a thief. Maybe a nod for persistence, but accolades need to be made out of something that actually served builders, but sadly our industry spent a lot of time fawning over hundreds of hopeless things like the C-162, The Icon A-5 and countless ripoffs and serial scam artists who showed up at airshows. ‘Journalists’ in search of a saleable story ignored that many of the people they were writing about had previously scammed builders out of vast sums of money under previous business names. This was frustrating to watch, but my ethic were set not to meet the low bar of industry, but to my fathers harsh standard: Values of my Father.

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Henry Ford famously said “A man cannot base his reputation on what he says he will do.” Today for the sake of comparison, let me offer a list of things which, although common in our industry, I never did:

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I never closed my business and started another to evade previous customers.  I always thought in the era where you could simply google someones name, no one would get away with this, but I was wrong, todays builders don’t care who was robbed before them, what damage was done to the dreams of others or our industry, just as long as they can get their stuff now.

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I never took anyones money. In the last 28 years, I sold several million dollars in parts. It didn’t make me rich because it was all made in America and didn’t have the mark up of imported junk, and I spent a lot of the profits on free events like 41 Colleges. I had times where I was behind on deliveries, and any internet search will reveal this, but the reality of the story is that today, I don’t owe a single person a part, and I never took anyones money.

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I never sued anyone, acted as a paid witness, or profited from any lawsuit. There is a hidden machine in our industry that like product liability just the way it is, because they make piles of money off it, while cultivating a ‘good guy’ image. There are people who work for the EAA right now, as a front to a much more lucrative secret career as a paid expert witness.  In 2002, after surviving a plane crash where I refused to sue the pilot, I was penniless and barely able to work. I was offered $55,000 to testify for one day against Cessna in a frivolous lawsuit. My formal response was “Drop Dead”.  For this, the expert witness club, headed by Richard Finch, conducted a years long campaign to have me black balled from experimental aviation, including a letter writing campaign to the head of the EAA. Read: Expert Witnesses in civil Aviation trials.

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When I got started in 1989, I thought of aviation, particularly experimental aviation as a brotherhood, made of good people. Time showed this was too simplistic an understanding. Reality was both good and bad: The industry proved to have just the same percentage of scum as greater society, but as a consolation, I have made countless friends who are far better people than I ever imagined existed in my 26-year-old mind in 1989. The good people are far better friends than I deserve, and they have been a more than compensation for the slings and arrows of the vermin.

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If you are new to experimental aviation, and have never met me in person, know this simple fact: On the eve of my 29th season in aviation, I remain as willing as ever to share what I have carefully learned with a new generation of builders, and if you decide to be one of them, I will gladly welcome you to the brotherhood I myself joined in 1989. The only asset I had was a desire to learn, and all these years later, it is still all anyone needs to get in the door.

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William Wynne

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