William Wynne

"The Corvair Authority"
5000-18 HWY 17 #247
Orange Park, FL 32003 USA



Corvair College #9 November 11-13, 2005

www.FlyCorvair.com Hangar, Massey Air Ranch, Edgewater, Fla.

November 7, 2005 College Update

If you're planning on coming to the College, please review this closely. If you're building at home, read the second half; it's a good outline of how we assemble engines and it should be of use to anyone in the process of reworking their own engine. Somebody real clever with computers could volunteer to flowchart it for me, and if you think you're the guy for this job, send me an e-mail.

For those flying in with non-Corvair powered airplanes, park in the grass field of tie downs south of the fuel pumps. Tie downs are available for less than $5 a night and fuel is fairly cheap here. Tie downs are paid for in a mailbox on the porch of the FBO building. Walk over to the hangar and get us if you have anything heavy; we'll come over with the pickup and get it.

For those driving in, enter from Air Park Road; we'll have signs guiding you to parking. We're trying to keep the hangar row in front of our building open. There will be signs on where to park. Again, if you have any heavy engine parts, I'll come inspect them and bring them in by pickup truck. Keeping the row in front of our hangar clear of parked cars will help guys who are flying in Corvair powered airplanes taxi directly to the hangar.

Driving in with a Corvair. We've invited a number of friends with Corvair automobiles to bring their cars by for your viewing pleasure. I'm going to use the College as a positive opportunity to reach out to the land based Corvair community so we can maintain our good relationship with them and keep them informed of all the ways that having hundreds of active engine builders benefits land based Corvair builders also. I've invited the president of CORSA to come down Saturday as well. If you're driving in with a Corvair, please drive directly to the area in front of our hangar. This also will be part of the setup for the group photo I'd like to take at noon Saturday.

If you're flying in a Corvair powered airplane, taxi in directly to the ramp in front of our hangar. We'll get your airplane squared away as soon as you arrive.

Work Flow and the Role of the Hangar Gang

Upon arriving at the College, I'd like everyone to check in at the desk with Grace. We'll get you a nametag, a liability waiver if you plan on flying in one of the planes, and will get you set up with a Conversion Manual right then if you wish. Remember, it's a free event, so no one, even guests who've come to observe, should be reluctant to sign in. We're glad to have you all. Throughout the event, Grace will take care of all of the paperwork and organization. See her for any of these issues.

During the event, Gus will act as the air boss. If you'd like to arrange a flight in a plane, or if you're one of the pilots who'd like a briefing on local protocal, speak with Gus. He'll spend a lot of time on the ramp covering any question on flight and installation issues.

Kevin will cover all of the raw engine assembly work in the first four stages of building. Dave and Steve will man the dynamometer, and install, test run and remove your powerplants on it. I'll be working as the prep chef, preparing builders' engines for the next stage of the assembly.

The five stages of engine assembly are:

  • Case closed
  • Pistons and cylinders
  • Heads
  • On its nose
  • Test run

    Each stage requires certain prep elements to be done. In expectation of your arrival, Kevin and I have taken some engines through the first stages to eliminate a logjam at Stage I. Additionally, we have numerous done engines in the shop, so there will be engines running on the dyno within the first hour of the College. We have the facilities to have many engines at a single stage at one time. A little bit of patience and productivity, and we can get a lot of work done.

    Stage I: Case Closed
    This is the work covered in Engine Assembly Video I. For most of this work, the engine sits on its side in a case jig. I have four engine case jigs for engines to be done simultaneously. At the end of this stage, the case is closed with the cam and crank in it. The prep work before occupying a case jig is having a fully prepped drop-in crank cleaned, a clean case with good studs, a set of main bearings, an OT-10 cam with the gear already pressed on, and a set of clean case bolts. An example of the system is if you arrive with everything but the cam gear pressed on, come and see me and I'll take care of it. Then you're ready to get a case jig and work under Kevin's supervision in the assembly line.

    Stage II: Pistons and Cylinders
    This is the work covered in Engine Assembly Video II. This is the work done with the case laying flat on the table with the cam gear overhanging the edge. We can perform this on four engines simultaneously. This assembly work goes quickly. To work this stage, you need to have absolutely clean cylinders that are painted on the fin area, but not the inside nor gasket surfaces. Your pistons need to be pressed on the rods. The rings need to be installed in the pistons set in the bores. We have equipment on hand to perform these operations. To assemble the piston and cylinder assemblies to your crankcase, you'll need a set of rod bearings and a set of base gaskets. If you have a C120WW gasket set from Clark's, you'll automatically have the correct base gaskets with your kit. We prefer to use 20/1000" thick copper base gaskets that come in this kit, or separately, part no. C1180. Everyone should be using forged pistons, and I greatly prefer if all the connecting rod sets are Clark's part no. C9203WW or, for those in search of the best, a set of rods from Jeff Ballard at SC Performance. If you have a set of cast pistons and used rod bolts, be prepared to be subject to my very persuasive arguments in favor of building the best engine you can.

    Stage III: Cylinder Heads
    The third stage is the assembly of the cylinder heads onto the shortblock. This is done with the engine bolted to a traditional steel engine assembly stand. We have four of these stands in the shop. With the engine bolted to this stand, the head is put on horizontally, which has proven to be the superior method with us. This work is covered in Engine Assembly Video III. Prep work required is a fully assembled set of cylinder heads. If you opt to have the intake pipes welded on, we're set up to this at the College Friday night. The milling and grinding on the heads is extremely noisy, and we will not be doing this during the normal day. I highly recommend that anyone with a KR or 601 use the welded on pipes. On other aircraft, it's merely a desirable option. In addition, you'll need cleaned and painted pushrod tubes and under-cylinder baffles, a set of lifters, guide plates, head studs, and grade 8 hardware for the upper row of head studs (we'll have some of this available). We torque all cylinder heads using the Richard Finch torque pattern. A development this year is that Kevin and I now only torque cylinder heads to 30 foot pounds of torque. This will be done with Excalibur, my digital Snap-On torque wrench. The only gaskets not included in the C120WW gasket set are the head gaskets. This is because 1964 takes a different head gasket than 1965-69 engines. Page 7 of the latest Clark's catalog has all the copper head gasket options laid out. Standard engines for 1964 will use a C3945 set; 1965-69 will use a C3946 set. Heads that have seen an extreme amount of rework to the head gasket area will use a set of C5676X gaskets for '64 and C5677X for '65-69. While the engine is on the stand, we will install the front cover made from the bell housing, the Ring Gear, Puck and Hub, and Safety Shaft and Hybrid Studs. We usually install the Rear Oil System and the harmonic balancer at this stage. For those who don't yet have a balancer, we keep a good supply of Dale Balancers in the shop, and we will have a number of completed Rear Oil System Covers on hand.

    Stage IV: On Its Nose
    In this stage, the engine has a jig bolted onto the propeller hub, so it can stand vertically on the prop hub. This is the position in which aircraft engines traditionally are assembled. We have two jigs to hold engines in this position. In this position, the valve train is installed, along with the Oil Pan, valve covers and Starter. You'll need these parts ready to assemble. Additionally, you'll need a dipstick and a Top Cover. If you have a C120WW gasket set, you'll have all the correct gaskets. We will have sets of modified valve covers on hand. Many builders get to this stage and forget you have to put oil in the engine, and it must be vented for a test run.

    Stage V: Dynamometer
    We only have one dyno, but engines can be very quickly put on and off of it. It has its own fuel, exhaust, carburetion and ignition systems. Its intake manifold is designed to work with welded on pipes, although we do have a set of adapters on hand to reconfigure the engine for some engines. To run the engine, you'll need a Distributor and a set of sparkplug wires. We're working like mad to finish off the backordered distributors and have some available at the College. Before the engine is fired up, it will be primed, and the oil system will be run with a half-inch electric drill. Just before running, the Warp Drive test club will be installed, and the baffle box will go on. Last year, a number of people cranked engines with various starter systems and the timing improperly set. On average, Kevin and I crank a brand new, ice cold engine two to three seconds before it lights up and runs smoothly. This year, to ensure that we have a good example, I'm having Dave and Steve set all the distributors to show people how easily the engine will fire up when it is correctly statically timed. We should easily be able to test run every engine for the better part of an hour.

    From the above description, you can see why many people come to the College to take photos and notes and observe very closely. The longest College we ever held was #2. It went on for nine days. In the interest of sanity, they're much briefer now. Still, with many builders going at once, an observer can come see how it's done, have his questions answered, and go home with renewed confidence and enthusiasm. In addition to building, there will be plenty of information available from Corvair pilots, much to study about installations, many questions I can answer about engineering and processes, and certainly plenty of good times with the kind of people you hoped to meet on your first days of aviation. While the new guys may find the amount of information a little overwhelming, look at this from the positive side: A decade of doing this relentlessly has provided us with this information and we're willing to share it with you, the builder. All of the stuff we're here to share with you is based on flight tested, proven work. Anything you learn here you can go home and use on your own aircraft. The subject of building and flying Corvairs, and doing it correctly, efficiently, with great reliability, has proven to be the most interesting mechanical challenge of my life. While we've long ago met this challenge, we still continuously seek to improve and expand upon the methods and techniques we employ on an everyday basis. In my experience, the most successful people in homebuilding are always the ones who welcome new opportunities to learn and improve their skills. People who just want to get it done don't have the right motivation to succeed in this arena. All the triumphs and rewards, the quiet moments of pride and the real satisfaction in this belong to those who sought out the knowledge, improved their skills and enjoyed doing it in the company of friends. Your pilgrimage to Corvair College or your steady progress at home is proof positive that your place is with the people who will know the true rewards. We'll see you here.

  • November 1, 2005

    Here's a quick itinerary for the College: We'll be here Thursday night, but we're asking people to show up at 9 a.m. on Friday, Nov. 11. We intend to work all day Friday until 7:30 p.m., at which time we'll close the doors for dinner. There's a number of good restaurants in the New Smyrna Beach area. Unlike previous years, when we worked side by side with builders till midnight, just the the Hangar Gang will be returning after dinner. The two things we'll be working on after hours are machining cylinder heads builders have brought and running the cleaning equipment, which is extremely noisy. For the sake of better communication and atmosphere, we're not running any noisy equipment in the hangar during the regular build sessions. The work will kick into gear again with the return of builders 8 a.m. Saturday. This should prove to be the biggest day of the College. About noon, I'd like to line up all of the planes and people for a group photo. We'll have more building straight through 8 p.m. On Saturday night, I'd like everybody to put the tools down at 8 o'clock so we can all enjoy a chance to socialize. In previous years, some of the Hangar Gang worked four consecutive 18 hour days. This year, I'd like to ensure that everyone gets a chance to put down the tools, pick up a drink and enjoy a chance to socialize. Everyone is invited to stay as long as they like Saturday night. We'll start again 9 a.m. Sunday and we'll be working the whole day. Last year, the final engine to run was Dan Weseman's Cleanex powerplant. It fired up and ran at 10:30 p.m. Sunday. This year, he'll be coming back with the same engine. Of course, he'll be flying in with it bolted on the front end of the airplane. Let us tell the same story about you next year.

    Some serious words about hangar etiquette. I have one absolute Golden Rule in the hangar that is never broken: No one talks politics in my hangar. Although people have heard me joke about it in magazine articles, I'll assure everyone that I expect 100% compliance on this no matter who baits you. Our guest of honor this year is my father, Capt. William Wynne Sr. Anything good about my character you can credit to my father. Amongst many things, I'm personally grateful that my father taught me never to speak about politics in public. Many people who knew my father during his 35-year naval career, spanning World War II to Vietnam, said they'd never heard him utter a single word about politics. Proof you can be a respective person of character with entirely private political beliefs. This is a small request for me to ask of anyone who is here to have fun for three days. I want people only to take home memories of the best time they had all year in aviation.

    Ninth Annual College

    Friends,

    It's time for the once a year homecoming of Corvair aviation. It is time for your pilgrimage to Corvair College. I heard today that a pilgrimage is defined as a journey seeking enlightenment or redemption. Sounds a little heavy to describe what we think of as the most fun event of the year. Yes, it will be educational, so that will cover the enlightenment side, and we'll forgive and correct any transgressions you may have made on your engine so far. For those coming to build engines, it's all about fun and progress on your own engine. For the graduates of previous years flying in their Corvair powered aircraft, it's a chance to show your stuff and encourage this year's class to complete their project and fly, sharing that no matter what the trials and tribulations of building your own airplane, it's all worth it in the end.

    I've spoken with two graduates of Corvair College #1 who are planning on flying in with their airplanes. Mark Langford of Harvest, Ala., is making plans to fly in his KR-2S, and Jake Jaks of Tallahassee, Fla., is going to make every effort to fly in his Pober Junior Ace. On the telephone with Jake the other day, I shared the tale of Paul Poberezny's second SAA fly in. We had been guest speakers the first year, but the second year came at a very busy time for us, and the weather didn't look real charming for a thousand mile trip. Just when we were thinking about respectfully bowing out, we received a short handwritten letter that ended in the quote "I told my friends you were coming, so I know you'll be here," from Paul. That sealed it, we were going. In the end, the weather was great, we had a fantastic time and a funny story to tell. So Jake, when you read this, realize I've told my friends you're coming.

    We're anticipating a number of other Corvair powered airplanes. Dan Weseman is going to fly the "Cleanex" down if he can get his time flown off. Chuck Ufkes is planning on attending with his Corvair powered Dragonfly. Steve Makish and Bill Clapp are going to bring their KR-2s. And we have extended an invitation to Pietenpol pilots P.F. Beck and Pat Green. Pat, who has been flying his Corvair/Piet since the mid-'70s, will likely be the highest time Corvair pilot in attendance. I'm also encouraging Greg Jannakos to fly his 601HDS down from Atlanta. He ran his engine here at Corvair College #8 last year. It would be nice to see it fly here for CC#9. In addition to these aircraft, we have our own 601, Dave's Wagabond, and Gary's Turbo Skycoupe already here. We've heard from a number of California builders who are planning on attending. I spoke to Steve Glover, who will be flying in commercially. Usually, he's a safe bet to win the long distance traveler award, but Grace has told me to expect Christoph Steiner from Switzerland.

    All in all, it's sure to be an educational, fun and memorable event. Every year brings a diverse crowd of friendly, creative builders, the type of people you were hoping to meet the first time you thought about joining the ranks of airplane builders. If you're at home reading this, and you've never met a single other person planning on building a Corvair flight engine, let me encourage you to attend. Your place in the pantheon of Corvair builders awaits you. The door is open. Reservations are not required, just your simple decision that this will be your year.

    When Is It:

    November 11-13, 2005

    Where Is It:

    My hangar, 735A-3 Airpark Road, Massey Air Ranch, X50, Edgewater, FL 32132, 12 miles south of Daytona Beach, 3,845' paved Runway, 18/36.

    From I-95, Exit 245, east on State Route 442 about 2 miles, watch for airport sign (white jet on green background), make left on Airpark Road. 1.5 miles to entrance through chain link fence, and loop around to third large hangar after dirt road returns to pavement. Hangar phone: (386) 478-0396.

    What Does It Cost:

    It is free, as always. If you come down and you're one of the rare people who can't learn and don't want to have fun, we offer a refund on double your money back.

    Where Do I Stay:

    Edgewater has motels which will give you the real Jeff Foxworthy experience.

  • Edgewater All Suites Motel is closest to the hangar at 335 North Ridgewood Avenue (also known as on U.S. 1 and Dixie Freeway), (386) 427-0400.
  • A bit further north is the Blue Heron, a 1950s motor court recently redone, still no frills, at 1204 North Dixie Freeway, New Smyrna Beach, (386) 428-4491.
  • A bit down south is Carter's Motel & Mobile Village, 2450 South Ridgewood Ave., Edgewater, (386) 428-8916.

    The most civilized place is on A1A (also called Atlantic Avenue) oceanside in New Smyrna:

  • Holiday Inn, 1401 South Atlantic Avenue, New Smyrna Beach, (386) 426-0020.

    Camp sites and limited individual cabins are also available nearby the hangar:

  • New Smyrna Beach Campground is about a mile from the hangar at 1300 Mission Road, NSB, (386) 427-3581.
  • Sugar Mill Ruins Campground is down the street at 1050 Mission Road, NSB. The phone number is (386) 427-2284.

    More lodging possibilites are at Yahoo.com Hotels and Motels.

    If you do plan on spending the night, please don't forget to bring your own tiedowns.

  • What Do I Bring:

    It all depends on what you would like to accomplish. While everybody comes to the College to have a good time, some people who've just heard about Corvairs want to observe and take in all the possibilities. Others who have an active project at home opt to attend with camera in hand, ready to take notes and study techniques and procedures. This is quite popular. Many people want to observe a particular procedure, like closing a case, which you'll be able to see many times. Upon their return home, having seen the operation several times firsthand, they'll be able to take their time and perform the same operation with new confidence at their own pace. Conversely, we have builders who assemble entire engines at the College, specifically because they enjoy the get it done correctly today atmosphere.

    An important note: Everyone with a good attitude is welcome. If you don't yet own a Conversion Manual, we will have plenty on hand. If you haven't yet decided on a Corvair, come and observe, owning a Manual is not required. Be aware though that very few people who have been exposed to prior Colleges went home without one. The human energy at the College is hard to resist when you can see how well this powerplant will serve your aviation plans.

    If you have parts that you would like us to inspect or work on, or if you'd like to purchase any parts from us, owning a Manual and having a Liability Statement on file with us is mandatory. In the past, I've been very casual about this because virtually everybody we helped did purchase a Conversion Manual from us. I'm always glad to answer questions, but it's only a reasonable expectation that if we're to offer builders the opportunity to attend free Colleges, everyone whose parts we work on has their own Conversion Manual.

    My major reason for holding the College every year is to share what we have learned with the nucleus of Corvair engine builders who have the opportunity to attend. We share this information with builders for free under the expectation that in the coming months and years, when somebody in your local EAA chapter says that they're just getting started with their own Corvair, you will freely share the correct methods that you learned from us on a voluntary basis with the next generation of builders. The main reason why Lycomings have a tremendous track record of reliability is that there are known techniques for rebuilding and operating them, and legions of mechanics in the field who know this information. The College copies this format. We have the information and are willing to share it with you, the builders. Keeping this in mind, work at the College will focus on proven techniques and parts that have worked for us. We are always willing to discuss ideas and try to help people who have unique installations, but 90% of the people who have traveled to the College are here to see what we know to work. To serve builders, the Hangar Gang understands that the main priority at the College will be installations that conform to our standard methods. As mentioned in a previous post, it is difficult to mount non-standard engines to the dynomometer. We will have no trouble running 10 or 15 standard engines on it, and these will be a priority. If we have a chance, we will have a second run stand with a more flexible configuration for unusual engines. But the small percentage of people who are builidng something unique or different should understand that the majority of students and their needs will be a priority.

    Notes on specific engines: 3,100s, 2,900s, etc. About half the 3,100s built for airplanes have been done in my shop. The overwhelming majority of 2,900s built for airplanes also were assembled here. In past years, builders sold on these hot rod engines who later found themselves in over their heads on their far more complex assemblies brought these engines to the College. My issue with this is not with the builders, but some of the machine work suppliers. If they made the money selling the kit to a builder who did not yet have the skill set to assemble it, then let the machine shop hold a free College and assemble their own work. Since this isn't likely to happen, I respectfully request people who wish to assemble complex engines like this speak with me about the arrangements. I do not want our crew to get bogged down on the assembly of two or three of these motors when we could be hammering out a dozen standard ones. The College will also offer a unique opportunity to people considering these engines: All three people, Steve Makish, Mark Langford and myself, who have flown a 2,700 and 3,100 on the same airframe, will be on hand to give a fair evaluation in the difference. There will be at least two flying 3,100s at the College, and of course Kevin, who has done the lion's share of the assembly on most of the 3,100/2,900 engines that have come through our shop, will be able to give his detailed perspective. If you're building one of these engines, there's a lot to learn. You would be best served by coming and gathering information rather than attempting to assemble it at the College.

    Bring all the parts you'd like inspected or potentially worked on. A folding workbench can be helpful, your own hand tools, if you like. Most importantly bring a good attitude. You'll meet lots of new friends here, and you'll go home with more enthusiasm for your project than you dreamed possible.

    Who Is Invited:

    Anyone who has an interest in building and flying their own Corvair engine. You need not be a Manual owner when you arrive, but you probably will be when you leave. Bring a friend or two if you like. We'll make converts out of them also. This is not a male only event, and a number of female aviators and builders will be here. Events at our hangar tend to be social gatherings also, and if your better half is reluctant to come because she doesn't want to sit in the hangar and talk about airplanes all day, assure her that she'll probably have a good time and if not, the beaches are lovely.

    Note About Invitations:

    Every now and then, we get someone who is interested in attending so that they can learn how we build Corvair motors, go home, then try and build them for others for profit. These are the only people who are not welcome at my events. The focal point of our work has always been to directly help people who will be building their own engines. Two months ago we received an odd order for one Conversion Manual and several Prop Hubs. When I followed this up with a phone call, the person told me he had no interest in flying a Corvair himself, he was just planning on opening some type of build center. He actually told me he was planning on attending a College if he had a chance. At the hangar, we all had a good laugh over this. Clearly, someone who will not fly the engine has no business building one for others. We would never agree to such an arrangement. Our work is always about teaching you how to build your own engine, without unnecessary intervention or translation from people who have no background in flying. If anyone needs an engine built, they should come to us directly because I honestly feel that our shop is the only business that understands what's required and has the proper motivation and understanding of the issues necessary to commercially build Corvair flight engines. As for the concept of a build center, who is bold enough to argue that although they've never flown one, they're ready to teach others. Besides, Mr. Build Center would have a very hard time making a living when we give away information, technique and help for free at Colleges. People with commercial ambitions in the land of Corvair engines should stay home and work on their own 12 years worth of research. This event belongs to you, the person who will be flying your own plane, built with your own hands.

    Special Preview

    Dave's Wagabond closes in on its first flight, above. When you see a 601 Nosebowl, it's hard to imagine that it can be utilized on aircraft as diverse as The Cleanex and Dave's Wagabond. If you look closely, you can see that Steve altered the tangent line on the cowling. Still, this took a whole lot less effort than building a new cowling from scratch. Plus, Dave liked the nosebowl because it's becoming very recognizable as the symbol of "Powered by Corvair." Dave's hoping to get an airworthiness certificate by the middle of next week. Gus is on the schedule as the test pilot. Everyone who's met Dave knows what a genuinely nice guy he is, and we're all looking forward to congratulating him on the completion of the airplane of his dreams.

    Above is Bill Howerton's 601 engine at power on the dynamometer. The day after Hurricane Wilma passed brought a severe temperature change to Daytona Beach. It dropped 40 degrees in 12 hours. We tested Bill's engine several times during this temperature drop so we could have an actual test comparison. You'll often note in dyno tests that the term corrected horsepower is used. This is how much power the engine would make at sea level on a 59F day with 50% humidity and 29.92 barometric pressure. You'll almost never have these conditions during a dyno run, so there are correction factors to use. At 9 a.m. the day after the hurricane, we had a little atmospheric magic: All three elements of the standard atmosphere came together for about 15 minutes. By measuring the torque output of Bill's engine at this moment, and comparing it to previous runs at non-standard conditions, we now have a very accurate set of correction factors. Not merely theoretical values, but the real thing. Bill's engine generated about 8% more power under standard conditions than it had previously done at 85F in 80% humidity. Notably, the cylinder burn rate was a lot faster, and the engine required less ignition advance to make peak torque. All interesting facets of the real world testing we do that directly benefits the operation of the powerplant of your airplane. Gus is wearing a sweatshirt because 59F isn't warm if you live in Florida. He's standing outside the prop blast holding what appears to be a flask, but is in fact the optical tachometer. Yours truly got to operate the throttle. Does anybody know what the wind chill factor is for 59F in a mild 150mph breeze?

    Here's a photo of Bill's engine warming up below 2,000rpm. In this photo, you can see how the 1-foot torque arm touches the scale via the urethane wheel. The digital output is shown. Keep in mind that the throttle is only partially open in this photo. You'd have to change the propeller pitch to get the engine to pull the load to a static rpm to get a data point associated with any rpm. Thus, if you want to know the actual torque output of the engine at 1,800rpm, it's not the number shown on the scale. It's only the number shown on the scale if the throttle is wide open. The particular numbers we were after were in the 3,300 to 3,400rpm range. Thus, the throttle's just cracked during the warm up.

    In the above photo, you can see that we're sizing a crate to mail 24 Corvair cylinder heads. They're being shipped to Mark Petniunas, the man behinc Falcon Automotive. We will have a complete announcement shortly, but in a nutshell, I have been working with Mark over the past year to perfect how we'd like cylinder heads for Corvairs completely prepped for flight. Mark has the skills, experience and desire to provide these to Corvair engine builders. In all the years I've been working with Corvairs, builders know that wherever possible, we've always led them directly to the source, rather than act as a middleman. Mark is now set up to rework cylinder heads by replacing the seats and guides, valves and springs, and doing all the appropriate mill work to our standards. His services will be available directly to builders, not just through us. We'll have all the details and pricing available within a week. My selection of Mark as the guy to do our cylinder heads should in no way be perceived as a knock against other people who have previously done work on Corvair flight engines. I have built and tested engines with cylinder head work done by Bob Sutcliffe, Jeff Ballard and the Wheeler brothers. I've heard good reports on work that has come out of our friend Ray Sedman's shop. All of these guys have certainly been assets in the world of Corvairs. Mark came to our hangar and was willing to discuss what our flight testing had shown to be important over a long period of time. While he has impressive automotive credentials from the world of racing Porsches, I'm not interested in been there, done that boasting contests. The most important factor in my selection of Mark is the fact that he's a Corvair airplane builder himself (he has a Murphy Rebel project due to be completed this year), and he certainly understands all the issues at stake in flight engines. For now, let me say that I have enough faith in him that I'm planning on using a set of cylinder heads from his shop on every engine we build in 2006. This will of course mean a modest price increase in our done engines, but it's my goal to build the best engines we can, not the cheapest. We're real busy right now, but we'll have more information on Mark this week.

    We hope to see as many of you as possible here for Corvair College. Have a safe journey.

    Thank you.

    William www.flycorvair.com


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