William Wynne

Corvair Crew Action Update April 30, 2006 Report From The First International Corvair College We were invited by Can-Zac, Zenith Aircraft's Canadian distributor, to speak to Canadian homebuilders on the subject of Corvair engines. We readily accepted since we've always had a strong business from Canadian homebuilders. Behind the scenes were two other purposes to the trip: We had two complete engines to deliver in the Detroit area, and since the Can-Zac guys had chosen to build a Corvair engine for their own demonstrator aircraft still under construction, an in person visit would give me a chance to jumpstart their engine project. The 12 days after Sun 'N Fun were extremely busy for us. We had numerous visitors to the shop, we built and shipped a lot of parts, we prepped Phil Maxson's 601 for its delivery flight to New Jersey, and finished the two engines for the trip north. We were due in Canada April 24th, a Monday night. We worked a long day, caught a few hours sleep, and left for Canada 6 a.m. Sunday. Thirteen hundred miles later, we saw the sign above. As most Corvair engine builders know, all the engines were built in Tonawanda, N.Y., a town between Niagara Falls and Buffalo. The GM factory produced an average of 1,200 Corvair engines every day in 1964. The same factory still operates today and was clearly visible from the highway. Above, Grace and I having fun on the American side of the Falls. We'd never been there, and found it truly something to behold. We had a good time viewing them for about an hour, then got in the car to cross the border and drive the last 120 miles to our evening Canadian College. Below is a broader view of the Falls. In the foreground is the U.S. and the Canadian side is in the background. The Maid of the Mist is motoring where the Falls drop about 200 feet below. Trouble At The Border When Grace and I tried to cross the border at Niagara Falls, we received the usual questions from Canadian security. When they asked us where we were going, we honestly replied "To an aviation meeting at Waterloo." Following this, the guard asked me why an American would feel welcome at this event. When I told him we were personally invited to speak there, we were flagged to the side and our vehicle stopped at a special inspection point. We were taken inside, and interviewed by both Immigration and Customs. After showing our Passports and I.D., we were cleared by Immigration without too much delay. However, Customs was a different story. They failed to believe that I was not being paid as a speaker. After a wait, we were told that all businessmen were required to enter Canada through the commercial entry point. In our case, the nearest was Lewiston, about 20 miles away. I had told them honestly we had the two engines with us, but that they belonged to U.S. owners and we had paperwork with us to prove this. They still refused to allow us to enter the country. We called Mark Townsend from Can-Zac, but the border delays had made it impossible for us to get there even empty handed. Our last step was to attempt to rent a car and bring nothing but ourselves over the border. However, at 5:10 p.m. Enterprise Rental Car had nothing ready. Officials on the U.S. side of the border forewarned us that being refused twice in one day and then showing up in a rental car wouldn't assure us getting in either. Mark spoke to us on the phone about flying down to pick us up, but the weather was terrrible and we decided to reschedule the event. Mark had the undesirable task of telling 100+ people that we were not allowed to enter the country. Some of these people had come from Ohio, Pennsylvania and as far away as Chicago, in addition to the Canadians who'd traveled long distances to be there. As word got out, we received a number of calls on our cell phone. Most people wanted to offer some consolation for the frustration we were experiencing. Grace and I both told everyone who called the same thing: We respect Canadian sovereignty, and it is their choice to deny entry to any guest for any reason. Nobody was more disappointed that we were denied entry than we were. We felt bad for all the people who'd traveled to get there, but we had traveled a long way ourselves. In the past 10 years, if you count all the Colleges, forums, EAA Chapter meetings, air shows and Night Schools, I've spoken on Corvair engines more than 400 times and this was the very first time I didn't show up when I said I would. No one was more disappointed than Grace. As some of you know, she spent much of her happiest childhood summers in Canada and is named after a native Canadian woman who was very close to her family, Grandma Grace. Although we were turned away for policy reasons, it still stung Grace to be excluded from a place of so many happy memories and thusly to let so many people down. With all our other options expended, we began the long drive all the way around the bottom of Lake Erie to Pontiac, Mich., where we delivered the two engines. Above is Dr. Gary Ray and his 601. He's just moved this aircraft into one of the brand new hangars at Pontiac Airport. The airplane is a sight to behold and may very well be the nicest 601 I've ever seen. It is truly very close to flying. Every bit of the interior, wiring, engine subassemblies and detail work is done. The aircraft has a sophisticated panel based on a Dynon D-10 installation. The workmanship is excellent and technically savvy. Gus flew an hour last summer with Dr. Ray in our plane, and said Dr. Ray's considerable previous experience with Grumman aircraft made him an outstanding pilot in the 601. Dr. Ray cited the flight as the impetus giving him the momentum to see the project all the way through. We had Dr. Ray's engine in our shop to exchange the crank for a nitrided one. Dr. Ray also opted for a set of Falcon cylinder heads while we had the engine torn down. There's about 90 days to Oshkosh, and Grace and I wanted to get the engine back to Dr. Ray ASAP. Look for his airplane on display at AirVenture 2006. The other engine we brought with us belongs to Robert Schaum, also of the Detroit area. Robert's engine was assembled in our shop with a nitrided crank and a set of modified stock cylinder heads. After dropping off the engines and the passage of the scheduled event in Canada, we were free to enter the country as regular guests. We drove across the Ambassador Bridge from Detroit to Windsor, and spent the night in Leamington. The next morning, Grace took my photo in front of the taxi above. As evidence that we weren't in the U.S. anymore, the driver had no idea who Ralph Nader is. Oh, to live in a place where they've never heard of the man who perfected the art of the product liability lawsuit. A day later, we arrived at the Waterloo Wellington Airport for the rescheduled Canadian College. Among the first guests to arrive was Clare Snyder. Clare is an extremely skilled automotive mechanic and something of a fixture on Internet discussion groups involving aircraft engines. We'd last seen him at Sun 'N Fun 2004. To Canadian Corvair College he brought his running engine on his display stand. The engine was impressively smooth and very quiet. Clare's stand is also rigged as a torque sensitive dynomometer. He reports his engine generates a solid 90hp at 3,000 rpm. It sported a very impressive set of stainless 180 degree headers. Although the returning crowd was about half at 40 people, they were a very attentive audience and asked a lot of questions. On the table behind me are all the parts going into the Can-Zac engine. Having every piece of an engine there provided us great visual aids to discuss all the details of all the parts with every question. The discussion went on for several hours. Afterward, builders got the chance to look at the parts up close, ask more detailed questions, and socialize. During this time, we got to spend some time with oil analysis expert Wayne Burtney. Although we'd had many e-mail and phone conversations over the years, we'd never actually met in person. Among Corvair engine builders, Wayne has always impressed me with his ability to have a sharp, fresh, analytical look at installation issues. He has a completed engine and plans to install it on a Bushcaddy. A special guest at the meeting was the president of the Canadian RAA, Gary Wolf. To put it in American terms, he has the same job as EAA President Tom Poberezny. When he heard we were coming to Canada, he contacted us by e-mail to extend his welcome. In light of our border difficulties, he felt it was very important for us to accurately convey that there is a procedure by which American businessmen can bring commercial products into Canada fairly easily. He said he's personally conducted trade shows on both sides of the border. Simple paperwork, prior notification, and in some cases brokers, must be involved. He's very willing to help, and did not want our experience to discourage other Americans from attending RAA events. Several people told us that a guy had driven all the way from Chicago, 500 miles away, to attend the first night, which we missed. In the intervening days, I thought to myself numerous times, "That guy from Chicago's got to be mighty torqued." I was a little worried when somebody who was at both events told me "The guy from Chicago's back." What I was not expecting was the incredibly friendly Mario Mendoza, above. His two trips totaled more than 2,000 miles. He said that both trips were inspired by his excitement about building a 601, and he really likes being part of the Corvair building community and the philosophy we bring to it. The meeting broke up late at night, and we drove half an hour north to Mark Townsend's little town of Elma. We stayed the night, and in the morning Mark treated us to breakfast at the local Amish bakery/restaurant, where Grace and I both ate things we'd never heard nor seen before. After breakfast, we went to work at Mark's shop, which is attached to his house. Mark and I worked most of the afternoon assembling his shortblock with all the visual aids from the presentation the night before. His engine has a crankshaft which he had nitrided in Canada. Mark had his rods redone and cylinders bored locally. In spite of the fact that his components looked like they were fairly well done, I always encourage people to go to our recommended suppliers for these items. In the past year, we've seen an awful lot of unacceptable work done by local machine shops. Mark's cylinder heads are from Falcon Automotive. They're an absolutely first class pair. All of the other engine installation pieces, the Stainless Exhaust and Intake, Motor Mount, Nosebowl, Baffling Kit, and Oil System, Mark has from us. His 601 project has been built from plans. It looked like a fairly good job, nearing completion. With his engine mostly assembled, and all the installation parts on hand, it won't be too long before this Canadian ZenVair gets airborne. Later in the afternoon, Mark's partner David arrived. This gave us a chance to discuss the rest of the engine installation on Mark's airframe. In the wake of the postponed event, these guy faced some unfair criticism about hosting and the trouble we had at the border. They were just as surprised as we were that special paperwork to enter Canada was necessary. Our surprise stems from the fact that numerous Canadian businessmen show their quality products at every major American airshow. Mark and David formed Can-Zac only in the past year, but represented their company in the Zenith booth at Oshkosh 2005 and Sun 'N Fun 2006. Other than answering some questions for U.S. Customs, they had no difficulty entering the U.S. This led us all to believe that there would be no difficulty in reverse. The initiative these guys showed in having the event in the first place and doing the background work to support it is commendable. Everyone reading this should understand that everyone in attendance felt the event was a success and thoroughly enjoyed themselves. The work session broke up at 8 p.m. when we completed the shortblock, above. Grace and I got in the car for the long drive home. We stopped for dinner on the Canadian side of Niagara Falls, which was beautifully lit. We ate breakfast in Pittsburgh with friends at my childhood home, and drove straight through to dinner at Asheville, N.C., where we spent the night. We drove home Sunday. Another 3,550 miles traveled in direct support of the builders of Corvair powered aviation. Goodbye/Adieu Canada. Corvair Flyers April 22, 2006 Canadian Corvair College SNF Photo Montage Two 601 Wings Built In Two Days Another moment from Sun 'N Fun 2006, above. Grace Ellen and I with my parents, her mother and Zenith patriarch Chris Heintz. My parents enjoyed the chance to meet the Heintz family in person at the show (Grace's parents met them at SNF 2004 and saw them again in 2005). Although he is among the three or four most successful light aircraft designers alive today, Chris Heintz remains very accessible and easygoing. When we posed for the photo, I said to him, "I'll bet you've stood for a lot of these photos over the years." He smiled, and in his gregarious way, simply said yes. Our test pilot Col. Gus Warren took these photos on the way to Sun 'N Fun '06. Above is Bill Clapp's 9-year-old daughter Elaine. She's taking a nap during the in flight movie playing on her DVD player. She's logged more than 100 hours with her Dad, flying from Wisconsin to Florida in his his KR-2S Look closely below, and if you don't see what we see, think: "Who's the leader of the club, who's made for you and me ... " Kissimmee is on the way to Sun 'N Fun. Shot from our 601, Sun 'N Fun at Lakeland Linder Airport looms on the horizon above. It was the third year in a row our aircraft was displayed there. Phil Maxson's 601XL photographed by Gus off the wing off our 601XL. Bill Clapp flew N601MX to Sun 'N Fun. I logged a flight in the airplane myself after Sun 'N Fun, and found the airplane to be a smooth performer with its standard Corvair engine and Warp Drive prop. Phil's plane is the first in what will certainly be a long line of Corvair powered customer built 601XLs. It is the fourth 601XL to fly on a Corvair. A close up is below. The lovely Cory Emberson of Kit Planes magazine took this photo of Grace and I, above at Sun 'N Fun. (Mr. Culp: Note tiara, GE) Last week, we sadly noted the death of Larry Koutz. In our update, I said that he died in an accident at home. Two people later asked me if this was an aircraft accident. I should have been more specific. Larry died as the result of a head injury sustained apparently while removing stumps in his yard. This is why I commented it was ironic that a guy with Larry's diverse aviation experience would be fallen by a simple accident in his yard. Inaugural International Corvair College A few days from now, on Monday, April 24th, Zenith's Canadian distributor, Can-Zac, will host us in the Waterloo, Kitchener, Ontario, area for the first International Corvair Event. The one-evening program will give us a chance to brief Canadian builders on their home soil of all the technical developments in Corvair powered aviation. We'll be assisting Mark and John in the assembly of their Corvair engine, which is slated to power their own 601XL demonstrator plane. We encourage Canadian builders to bring parts from their core engines, as we'll have a chance to inspect and comment on everything brought. Of course, we'll have a good collection of Manuals, DVDs, videos and parts with us. The evening promises to be a memorable one, matching our technical background and experience with Corvairs with Canadian hospitality and the well-earned reputation of Canadian builders as prolific craftsmen. We'll have plenty of photos after the event. For now, the reknowned Canadian comedy team of Terrence and Phillip fill in. Contact Can-Zac at president@can-zacaviation.com or 519-590-7601 Monday 9 a.m. to 8 p.m. Eastern for information. Following that, here’s what we’ve penciled in on our calendars so far: June 2-3, 2006: Corvair Wings and Wheels, Barber Field, Alliance, Ohio, kipandbeth@earthlink.net www.flycorvair.com/hangar0206.html June 23-25: SAA Fly In, Frasca Field, Urbana, Ill., www.sportaviation.org July 21-23: Brodhead Pietenpol Association Reunion, Brodhead, Wisc., www.flycorvair.com/news.html July 24-30: AirVenture, Oshkosh, Wisc., www.airventure.org Jan. 13, 2007: Sport Aviation Expo, Sebring, Fla., http://www.sport-aviation-expo.com/ You can generally reach us on the cell phone when we're on the road. The hangar phone line message system fills up quickly before, during and after events. We apologize for the inconvenience this causes. Two 601 Wings Built In Two Days In the photo above, Gus is with Kit Planes contributing editor Rick Lindstrom. Rick has one of the first 601XL quick build kits. He's building this airplane in our hangar while simultaneously documenting the process for a serialized story in Kit Planes. Although it's only 90 days away, we're going to fly this plane to Oshkosh. While this may seem like a tall order, the Zenith quick build kit not only makes this possible, it actually makes it fairly easy. Rick is from California and makes it to our shop only a few days a month. He's very serious about legitimately doing the work himself. When he's at our place, Gus functions as his direct assistant. To give you an idea of how much work Zenith has put into the quick build option, consider this: Both the wings for Rick's airplane were built in our shop in one-and-a-half days. This is not a joke or a trick. The wings are complete including the fuel tanks, wiring, plumbing and rigging. Only Rick and Gus worked on them, and a lot of time went into filming and documentation. They worked from 9 a.m. to 6 p.m. the first day (and took an hour and a half for lunch), and 9 a.m. to 2 p.m. the second day. Again, the quick build wings have every hole pre-drilled and they're about 90% de-burred. Gus noted that when they're assembled with clecos, he checked them with digital smart levels and found that they go back into the correctly jigged position without any tooling or fixtures. Our previous experience building our standard kit in 90 days was helpful, but anyone could build these wings in a few days. Meanwhile At The Hangar The building of regular production parts, engines, and R&D testing goes on. A note to builders on the Web: Generally, backorders are filled in one batch. An example is the last round of Oil Pans. A few days before Sun 'N Fun, we finished welding, packaging and shipping 14 Oil Pans that were on backorder, bringing us up to date on paid orders. All of these were shipped by U.S. Postal Service Priority Mail. The first person who received one innocently chimed in on a Discussion Group that his Oil Pan had arrived from us and he was very happy. This spurred two other people to immediately respond on Discussion Groups that they had an Oil Pan on back order and hadn't received it. They received theirs the following day because they live farther away from us, but of course, this was not mentioned on the same Discussion Groups. Anyone casually reading these groups could jump to the conclusion that only one Pan, not all 14 backorders, were delivered. When this happens once a year, it's no big deal. But it's a frequent enough occurrence that it's worth mentioning. The photos above and below are from the break in of Dr. Ray's 601XL powerplant. He sent it to us for a nitrided crank upgrade. While it was in the shop, he also opted to have us install a set of Falcon cylinder heads. I worked with Mark at Falcon to come up with a specific cylinder head configuration that we refer to as "the 93/100 Dual Fuel Cylinder Head." Its chamber shape and clearance is set up for an extremely fast burn. This specifically allows these heads to use 93 octane fuel when the engine's properly configured with respect to carburetion and ignition advance. In the above photo you can see the volt meter on the Dynomometer with Dr. Ray's engine running at full power. Notice that it only reads 9.5 volts. This is because we generally run engines without charging systems on the dyno. After dozens of starts and hours of running, the voltage drops in the small battery. Because our Dual Ignition System is based on points, it is not troubled by voltage this low. Measurement of the torque output of the engine shows no effect. Diametrically opposed to this is electronic ignition and fuel injection. I get questions about this every week, and few people understand that these electronic systems would not function at all at the above voltage. I have extensively tested available electronic ignitions for the Corvair, and they simply will not run the engine far below 11 volts. While you may not be planning on ever losing an alternator, belt or voltage regulator, our system would run your engine for hours without any input charge. Electronic systems are not only voltage sensitive, but they're big power consumers also. There are documented cases on other makes of engine conversions of the engine running less than 20 minutes with the charging system offline. Above is a Stromberg NAS-3 on Dr. Ray's running engine. If you look closely, you'll see water all over the carburetor and intake. This engine's running at 2,300 rpm. Although on a J-3 you'd never need carb heat at 2,300 rpm, the Corvair is a different story. Any engine set up to run in the 2,800 to 3,200 rpm range will be pulling a very small fraction of its power output with a fixed pitch prop at 2,300 rpm. This means the engine will have low manifold pressure and it will need carb heat. The amount of water condensing on the outside of the intake system stuns many pilots who've never seen an engine run without a cowling. All engines have specific rpm at which they'll produce this exact same effect. Utilizing carburetor heat is a simple part of the routine of flying a plane. This paragraph explains why an inherently complicated system like EFI is a poor defense against a simple fact of physics shown in the photo above. The failsafe and perfect defense is the simple routine use of carb heat at any reduced power setting. Having a basic understanding of the effect in a simple system of carb heat was all that was required for countless pilots to fly light aircraft in America more than 100 million hours in the past 50 years. Your plane will be no different, and you'll have the same success operating by the same systems. Even after hundreds of engine runs over a decade, there's still time for a little fun in the day. Sooner or later, everyone gives in to the temptation to use the prop blast to experience flight as Superman knows it. Corvair Flyers at Sun 'N Fun 2006 If you have a cable modem, you can click this photo to download a 2 minute movie about Phil Maxson's 601XL, including lots of flying. We spent the past week with "The Big Tahuna's" Yellowfin aircraft in the Zenith booth at Sun 'N Fun 2006. Above is one of the more fun moments of Sun 'N Fun. This shot was taken during Dave and Fran Stroud's annual International Corvair barbecue. Enjoying the Friday night festivities, from left, are: Our Test Pilot, Gus Warren and his girlfriend Tammy, Cleanex builder/pilot Dan Weseman of Florida, myself and my wife Grace Ellen, KR-2S builder/pilot Mark Langford of Alabama, barbecue host Dave Stroud of Canada, BBQ Mixmaster Jourkin of Sweden, Corvair builder Chris Smith of Florida and our video producer Merrill "Skymanta" Isaacson in front. We barbecued till late into the night, and a good time was had by everyone who attended. We also had a spectacular view of the dazzling night air show. Bill Clapp of Georgia, above, with his sharkmouthed KR-2S N41768, the 2005 Sun 'N Fun Best Wood Aircraft. Bill was on hand all week answering builders' questions out on the flightline while we covered the Zenith booth. His daughter Elaine also charmed the crowd. Bill's Front Start 2,700cc engine sports a Sensenich 54x52 prop. Albert Einstein apparently ponders a relative question in the background. Mark Langford of Alabama flashes a big smile the day of his arrival at Sun 'N Fun. This was the first major airshow that Mark's flown his airplane to. Among Corvair pilots, he is accumulating time on his airplane faster than anyone else, logging about 40 hours a month. The airplane attracted a lot of attention, and was well received. Mark's 2,700cc engine spins a 54x54 Sensenich prop. Our 601 is in the background. I gave four forums at the show. They were very well attended, and builders asked many questions. More than 50% of the people had never heard me speak about Corvairs before. A good indication that we're bringing new people into the fold. Dave The Bear's Wagabond occupied the Number 1 slot in the Auto Engine Homebuilt row. The volunteer staff who park airplanes selected it for this spot. You can click on the silver plane in the photo above to see an in flight photo of Dan Weseman's Cleanex. Dan finished his engine at Corvair College #8. His 3,100cc engine turns a Sensenich 54x58 prop. It was a very popular attraction among fans of the Sonex design. Bill Clapp's KR is in the foreground and the WagaBear is in the background. "We had a great time at Sun 'N Fun and hope you did too!," Dan wrote. "The flight home went great; it was 152 miles and the total engine run time was 1 hour 4 minutes; it burned 6.2 gallons at 7600 feet; the true airspeed was 168 mph at 3,250rpm (3,460 was WOT). But the ground speed was 198, and on the descent we had 190 IA and 230GS. "I will foward some in flight photos from the flight down. Thanks for all the help and you and William's frendship." Grace photographed me in front of our 601. Our airplane got a new polish and paint job before the show. While there, Nick and Roger from the Zenith factory both got a chance to fly it. Both were very pleased. Our 3,100cc is the highest time big bore in the fleet at 110 hours. The Sensenich prop is a 64x43 they made for us just before Sun 'N Fun. What personally made this the best Sun 'N Fun ever for us was having my mother and father as well as Grace's mother and Gus' parents on hand for the first half of the week. Here my father and I are in front of a Grumman F8F Bearcat, a serious piece of hardware from my father's era of Naval aviation. My father entered the U.S. Navy in 1943 and is USNA Class of 1949. Corvair/Pietenpol pilot Pat Green of Jacksonville, Fla., stops by the Zenith booth, above. Phil's airplane was an easy and popular meeting point for all fans of the Corvair engine. We also spent some time with Dragonfly/Corvair pilot Chuck Ufkes from Ocala, Fla. Chuck flew in and parked his very pretty Dfly N88CU in Row 5. The above photo shows Phil Maxson of New Jersey proudly standing by his airplane along with our test pilot Gus. Phil's 601 also was featured on AvWeb.com. These two photos from the 2006 Sun 'N Fun air regatta illustrate what it's all about: Sharing good times with friends and family who love aviation. Above from left are Mike Whaley from Steen Aero Labs who took the superb in flight photo of Dan Weseman's Cleanex; our test pilot Gus Warren; and our Pietenpol demo pilot for the 2000 Season, Arnold Holmes of Florida, know by the moniker "The Repair" in the industry. Below, Capt. Bill and Mrs. Mickey Wynne Sr. enjoy good times with Stu Hall (USA Ret.) of Lakeland, Fla. Each year, Stu purchases bottles and bottles of water and freely passes them out to those in need. He's always a bright spot at Sun 'N Fun. He gave my parents and us an extensive flightline tour on a Gator. Stu and my father reminisced about their days at Cam Rahn Bay and Da Nang in 1967. We're right back at work building parts and engines in the shop, and all backordered Manuals, T-shirts, and videos are now on their way via USPS Priority Mail. We apologize again for the delays the computer crash caused. Remembering Larry Koutz Glen Bankston arrived at Sun 'N Fun with the terrible news that Larry Koutz had been severely injured in an accident at home in Valdosta, Ga. Almost all of the Corvair people on hand were moved by this somber news because they'd had a chance to meet Larry in person at one of the three Corvair Colleges he attended. He's pictured at right at College #8 in the photo above. The following day, Glen told us that despite all efforts, Larry had passed away in the hospital at Savannah. He was 56 years old. Being killed in a simple accident seemed a very ironic end to the life of a very vibrant guy. Larry was a former Air Force F-4 Phantom driver, and had made friends from coast to coast in the world of tandem wing pilots while flying his Q-200 N39LK. He was the kind of guy who stuck out in your memory after you'd just met 60 new people. When we got back to the hangar last night, I told Kevin the sad news. He was quite moved. We all looked back on all the times Larry had been in the hangar. Years ago when I first met him I was a little surprised because he overtly told me what he didn't like about our Web site and business model, and he had some strong thoughts on the Corvair movement in general. By his second or third visit, we readily learned that this was pure Larry. He wasn't being rude or malicious, he always felt comfortable to speak his mind and he was not the kind of guy to waste time blowing smoke or trying to be charming. Quickly his directness and positive energy won you over. I urge you to go back and read the few paragraphs about Larry on our Corvair College Web sites. We'll always remember Larry as fun loving, full of life and willing to extend a helping hand before helping himself. He'll always bring smiles to our faces, as his broken piston ring hangs in tribute in our shop. We extend our deepest sympathy to his family. A kind and generous soul, he will be sorely missed. All who knew him are certainly the better for it. One thing Grace felt she shared in common with Larry is the lust for life. Who cares how goofy you get as long as you're having a good time. Your doing yourself a favor, as well as for those around you. With optimism in action at every turn, you make your community the better for it. Life goes on, for how long we do not know. When it's over, you'll feel better if you made the most of every moment. Now At The Hangar January 2008 At The Hangar Christmas 2007 At The Hangar November 2007 At The Hangar October 2007 At The Hangar September 2007 At The Hangar August 2007 At The Hangar July 2007 At The Hangar June 2007 At The Hangar April 2007 At The Hangar March 2007 At The Hangar February 2007 At The Hangar January 2007 At The Hangar December 2006 At The Hangar Part 1 December 2006 At The Hangar Part 2 December 2006 At The Hangar Part 3 November 2006 At The Hangar October 2006 At The Hangar September 2006 At The Hangar August 2006 At The Hangar At The Hangar In July 2006 June 2006 At The Hangar At The Hangar In May 2006 At The Hangar In March 2006 At The Hangar In February 2006 At The Hangar In January 2006 At The Hangar In December 2005 At The Hangar In November 2005 At The Hangar In October 2005 At The Hangar In September 2005 At The Hangar In July 2005 OSH, Illinois and SAA June 13, 2005 At The Hangar June 13, 2005 Part II At The Hangar In May 2005 At The Hangar In April 2005