William Wynne

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


Ask The Authority!

October 2003 Daily Question & Answers

NOTE: To search for anything on this page, the toolbar on the top of your browser has an Edit function with a Find on This Page feature. Just type in the key word in which you're interested, and the Find feature will take you right to it. If you don't see your question answered here, or at one of the following pages,

November-December 2003 Q & A Page

September 2003 Q & A Page

August 2003 Q & A Page

July 2003 Q & A Page

January-June 2003 Q & A Page

2002 Q & A Page

then by all means e-mail William at WilliamTCA@aol.com. Thank you.

Subj: Aluminum Cylinders?
Date: 10/31/03

Maybe this is a stupid question, but would you save enough weight by casting aluminum cylinders/fins around a steel or iron liner to make it worth the cost?

Richard Pike, rwpike@charter.net
Reply from WW:
I believe the true weight savings available with a ferrous liner in an aluminum jacket is on the order of 12 pounds. But, there's a lot of testing and development work needed to ensure the combination is good. A couple of guys are looking into this, but as yet, there is no proven product. It's been done on a lot of engines, so it can be done on a Corvair. We just want to ensure that it's fully developed and tested before anyone calls it a product, rather than a project. Even when it's done. I believe 90% of Corvairs will still fly on steel or iron barrels. They're very economical, and thus make sense for most people.

Subj: Oil Pan/Alternator
Date: 10/30/03

I noticed that your Oil Pan does not come with a drain plug installed. On the Pan that I have on order I would appreciate if you would install an automotive type drain plug before shipment as I don't have the tools to do the job. Also, I don't know if a belt comes with the alternator kit. If not, I would appreciate if you would include a belt with my order. Many thanks.

Chuck Mulloy, cdmbam@yahoo.com
Reply from WW:
Many guys have mentioned the same issues about the Oil Pans (I ship the light weight aluminum Oil Pans without the drain plug drilled because there are several different styles of drain plugs which customers choose from). To serve the needs of everybody, I now have a Pan Installation Kit which includes a magnetic draing plug, installation hardware, and a rebent stock pickup tube. You can check the www.FlyCorvair.com Online Catalog for more information on this. As for the Front Alternator Kit, it will include not only the belts, but every nut and bolt to do the job. The design is frozen, tested and proven, but they're not quite coming out of our subcontractor yet. They'll be done very shortly.

Subj: Cross Country Corvair?
Date: 10/29/03

I would like to know what plane you would recommend for use with a Corvair engine that would be best for efficient, high speed cross country flights, while still being inexpensive to build?

patrickm_rio@hotmail.com
Reply from WW:
There are a number of aircraft that meet your definition in various forms. An important issue is: How large are you? If you're in the range of 5-foot-9 and 170 pounds, a KR2 can make a very impressive cross country performer with a Corvair engine. If you're larger, something like a Zenair 601 will provide more room, but will not be quite as fast. If you're inclined to build in composites, you may want to consider a 2-place Vision with an EX wing. With Steve Rahm's Fold-A-Plane technique, the aircraft can now be built with a substantial amount of time savings. If you'd like to consider a timeless classic, a light weight Wittman Tailwind could easily hit 150mph on a Corvair engine. All in all, there are a number of aircraft well suited for cross country work on Corvair power.

Subj: 140 motor
Date: 10/28/03

Can I use a 140 short block and turn it into a 110 motor?

Curtis, loc4115@yahoo.com
Reply from WW:
A 140 shortblock can be used to make an airplane motor; 95 or 110 heads will bolt right on. The only serious consideration is if the motor was from an automatic transmission 140 engine. These engines had a 4 degree retarded crank gear. This would have to be replaced. The Conversion Manual covers this in greater detail. Identification of the 140 retarded gear is covered in the Book of Back Issues of the Corvair Flyer, available along with the Manual and other helpful supplements like videos, at the FlyCorvair.com Online Catalog.

Subj: Alternator
Date: 10/27/03

Curious why the pulley for the alternator is mounted in front of the starter main gear and not behind?

John Esch, jesch@earthlink.net
Reply from WW:
If you study the installation carefully, you'll see several factors at work:

1. In order to have a short, stiff starter mount, it's best to have the Ring Gear as close as possible to the engine.

2. Although the John Deere alternator is very thin, you still have to have the Pulley moved forward so the alternator can be mounted in front of the cylinder head.

3. If the Pulley was behind the Ring Gear, you'd have to pull the Ring Gear off to change the belt because the belt would not pass between the Starter Nose and the Ring Gear.

A good question, and it illustrates how many small technical details can be behind a simple thing like Pulley location. By the way, I didn't think all this up myself. It's the same way a Lycoming is mounted.

Subj: 601XL/Corvair
Date: 10/26/03

I am currently building a 601XL (Construction log at www.peoamerica.net/N601WR) and am becoming very interested in the use of the Corvair engine instead of the Jabbaru (sic?) I was originally planning for. I have not purchased the FWF kit and probably won't for about a year.

Will it be possible to purchase a ready to install engine and FWF kit from you by 2005? If so, how about a wild guess as to the cost. I would want electric start and pretty much all the other bells and whistles.

P.S. I've added a link to your Web site on mine in the engine section.

W.R. "Gig" Giacona, wr.giacona@cox-internet.com
Reply from WW:
I look at builder's Web sites all the time, and found yours attractive and different. I like the X-ray vision on your home page, and the color coded completion planview for the wings. Thank you for putting a link to FlyCorvair.com on your Web site. We'll have another update on the 601 at www.FlyCorvair.com/601.html in a few weeks.

I'm planning to have everything on the 601 project done and available by Sun 'N Fun 2004. I plan to have all the 601 stuff available as plans, parts and eventually complete firewall forward packages. Thus, we'll be happy to help you with any of your engine needs when the time comes.

Subj: Corvair for Rans S6S or KitFox?
Date: 10/25/03

I am considering the Rans S6S and the KitFox IV or V as possible kits to build. I would like to know your opinion as to the suitability/performance of the Corvair engine in these planes.

I really appreciate all the information on your Web site. It is very helpful in trying to learn about alternative engines and their technology.

H. D. Yarbrough, Salmon, Idaho, yarbro@salmoninternet.com
Reply from WW:
I know what an S6S is, but don't know the design well enough to know if it's capable of handling an engine the size of a Corvair. We have one or two builders nearing completion of Kitfox Model IVs, but I think the Model V is a better candidate for Corvair power as it's substantially beefier.

Subj: TBO
Date: 10/24/03

The Jabiru has a TBO of 2000 hours, the Rotax a lot less. What is the estimated TBO of the Corvair ? Thank you,

rconnors@adelphia.net
Reply from WW:
At an utter minimum, I'd put the Corvair's TBO at 1,000 hours. While many engine companies throw around very high TBO numbers, it is my personal opinion that only new and factory zero-timed Lycomings and Continentals have consistently demonstrated hitting a 2,000 hour TBO. Corvair engines overhauled according to my Conversion Manual may eventually prove themselves at this level. However, even if the Corvair's TBO turns out to be less than 2,000 hours, its low overhaul cost will more than make up for a shorter TBO. We have good indications that the Corvair may go 1,500 or 2,000 hours, but I have not yet flown them this far. So it remains a goal. If you convert the Corvair yourself, you obviously can overhaul it and save yourself quite a bit of money. The primary reason why the Corvair doesn't rapidly wear is the fact that we operate it at such a low percentage of its automotive rated output. While most conversion companies want you to operate at 100-130% of rated land output, we're asking only half of this from the Corvair.

Subj: 601 FWF package
Date: 10/23/03

Another e-mail just to say thanks. And to let you know that I, for one, am hoping that you might consider a kit type of install for those of us who are ignorant of a lot of the engine matching of carbs, manifolds, where to install manifold pressure gauge, CHT, EGT, etc., etc., or perhaps a specific sheet with that info for those of us going the Corvair/601 route ... A basic here's the exhaust, here's the intake manifold, the alternator bracket and the alternator package ...or at least a parts list and drawings. I don't mean to presume on your good nature. I am sure there is a way that you can be compensated; at least I would be willing, since all of this stuff is new and I need guidance. Without you I would not even consider this type of project. So, again, thanks...All my best,

Jim Dankovich, Zenair 601XL, Troy, Mich., jdankochiro@yahoo.com
Reply from WW:
I intend to keep all the 601 guys fully informed on all the 601 stuff I do. I've traditionally released plans and drawings for everything I've done, even if I sell the same part. This way, I take care of guys on both ends of the financial and skill spectrum. Keep an eye on the FlyCorvair.com 601 Web page for updates.

Subj: Corvair in a float plane
Date: 10/22/03

I have a J-6 Karatoo I built from plans and have been flying for 10 years with a 65 Continental. If you are not familiar with the Karatoo, it looks similar to a Taylorcraft. It flys great and performs well with the 65. The 65 is a little tired and I am thinking about repowering. I would also like to put it on floats some day. It weighs about 670 empty. Would a Corvair be a good choice for this type of plane on floats? Would it be necessary to use a reduction drive to get more thrust? Would appreciate your opinion.

Gordon Slattery, gordon.slattery@polarisind.com
Reply from WW:
I'm familiar with your airplane. If it's been flown by other people with an O-200, I'm sure a Corvair would be inside its limitations.

We have a fairly good judge of the Corvair's performance vs. the A-65 because we gauged the performance of our Corvair powered Piet against those with A-65s many times. A Corvair, as converted by the standards in my Manual, is a clear winner. The engine produces substantially more thrust, even direct drive.

Subj: Honing
Date: 10/21/03

What grit or RA do you recommend for the cylinders when getting them bored, honed, and going to use chrome rings?

John Esch, Independence, Ore., jesch@earthlink.net
Reply from WW:
A standard wall finish is perfectly fine for chrome rings. It is only plasma molly rings that are really finicky about wall finish. A lot of people worry quite a bit about glazing rings, or rings not seating, but with a little common sense, I've never found this to be a problem on the Corvair motor.

Subj: Shop manual and Finch books
Date: 10/20/03

I have been looking online for the 1965 Shop manual and the Richard Finch books, but I can't seem to find them. Could you direct me to the Web sites?

Robert, Zenair 601 XL, Australia, RVROBERT@bigpond.com
Reply from WW:
The books you're looking for are available from Clark's Corvairs, whose address is in your Conversion Manual.

Subj: CID & Prop for 601
Date: 10/19/03

I have just received the Conversion Manual, thank you!. I have also seen the information on the Zenith site as well as your Web site regarding the XL and I have decided to build the XL rather than my original choice of the 601HDS. Could you tell me what size engine and prop type combination you are intending to use, as I will be duplicating your aircraft. Regards,

Robert, Zenair 601 XL, Australia, RVROBERT@bigpond.com
Reply from WW:
I intend to use a standard 164cid Corvair with a 2-blade 66" Warp Drive prop on my 601. I may later install other engines, but I believe the first order of business is to demonstrate how well the standard combination will work. The second engine we test will be my turbo model. You can keep up on 601 news at the www.FlyCorvair.com 601 Page and on turbo news in greater depth in The Corvair Flyer newsletter.

Subj: SA-7 and Corvair Engines
Date: 10/18/03

I have a Skycoupe project and did not even consider a Corvair engine until reading your article. I live in Virginia and wonder about the availability of a rebuildable engine, what it would cost and could I, who rebuilt a Renault engine on my picnic table once, do it safely. I have a VW engine I have pulled apart and am not confident in it (it is much too small anyhow, I bought it for another project since abandoned, and looks rather fragile). The guy shown flying the Skycoupe, would he sell plans for the firewall forward installation, especially the motor mount? Thanks,

Mike Smith, Skycoupe, EAA Chapter 511, Shenandoah Valley, Va., turkeyridge@cat4.net
Reply from WW:
I built the motor mount in the Skycoupe. Gary is a friend of ours who lives about 90 miles away. He has about 60 hours on it now, and likes it a lot. I'd be glad to provide you with measurements, photos, etc., of his installation if you decide the Corvair is for you. I featured the Skycoupe installation on my Introduction to Corvairs Video as well. My Corvair Conversion Manual also contains detailed plans for motor mounts, and instructions on fabricating them. The Manual is the starting point for builders, and also will help you locate and select a suitable, rebuildable core. The Manual, supplements like videos and The Corvair Flyer newsletter, and conversion components are all available at the www.FlyCorvair.com Online Catalog.

Subj: Corvair HP, Prop Tip Speed
Date: 10/17/03

I'm looking into building a Fisher Dakota Hawk from FFP. It's all wood and fabric construction, and rated for A-65, C-85, O-200 and Rotax 912s. I posed the Corvair question to the "fishnet" builders board, and got an interesting reply. The Gent kindly told me that at best, turning 2300-2500 RPM at the prop, one of your conversions will only pump out around 65hp. Is this true? How do you manage to swing a prop at the hp figures of 3000-3300 RPM for the 100 and 110 hp versions? Wouldn't the prop tips be supersonic? I'm hoping this is all bull the guy is feeding me - I like the alternative of the Corvair. However, I don't want to find out the hard way that I needed more ummph. Thanks for your reply.

Bryan Wood, bryanwood@gra.midco.net
Reply from WW:
There are many well intentioned people who want to offer advice, but have never tested any of the engines they're willing to comment on. I've owned and tested an enormous array of engines, both certified and experimental. Additionally, I've been a dealer for many types of propellers, and was the ranking U.S. employee for MT Propeller, the highly esteemed German aerobatic prop manufacturer. When I offer advice, it's based on this type of experience, not hearsay. At 2,300rpm, a 65 Continental or a Corvair will both make about 65hp - this is correct. Importantly, so will an O-200. But unlike the C-65, the Corvair and the O-200 can turn more rpm and make more hp, and yes, make a good deal more thrust.

Virtually every aircraft engine certified in the U.S. since WWII makes its rated power above 2,700rpm. The ubiquitous Cessna 150 made its rated power at 2,750 on a 69" prop. There are a lot of nice people who'd have you believe somehow that if the engine was turned down to 2300rpm and a 72" prop installed, the engine would magically produce more thrust. Obviously this is wrong. For an application like the one you're thinking of, a 68" 2-blade Warp Drive prop on one of my standard Corvair conversions turning 2,800-2,900rpm will provide performance that falls between a C-90 Continental and an O-200. Such a FWF package would cost substantially less than $4,000 for you to overhaul and convert. It will run smoothly and reliably, providing years of service. In my experience, no other engine in the category can even come close to the Corvair economically. The simple response for anybody who tells you otherwise about Corvairs is, "Have you ever flown one or tested it with instruments?" The answer from the kindly gents always trails off into something about knowing somebody who did once. I'm patient with these guys because they mean no harm. But old wives' tales like this are the enemy of people who want to go flying on a budget.

P.S. Please copy and post this in its entirety in response to your group.

Subj: Zodiac 601XL
Date: 10/16/03

Got my Conversion Manual the other day, thanks a lot! Still searching for my engine, but I'll get paperwork back to you well before I need to start buying your parts.

Boy! I sure like the plane you've picked out! I've been bouncing back and forth between building the 601XL and the 701 for the past month. Would love to have the better STOL characteristics of the 701 as I've got a nice field that would be plenty long enough for the 701 but probably not the 601. I too don't think the 701 is Corvair friendly as the weight just will be too much for the plane. This leads me closer to picking the 601XL as I WANT to use the Corvair engine. I just can't bring myself to spend over $10,000 for an engine for an experimental plane. At any rate, it looks like I'll be stretching out any building for the next several years. Love to get a ride once you've got yours finished. Thanks for the encouragement you give in all your communications.

John Lifer, Jliferjr99@aol.com
Reply from WW:
We will have at least monthly updates at The www.FlyCorvair.com 601 Page. I'm pretty convinced the 601 will be able to operate out of a fairly short field. The XL model has a lot of wing area flaps, and doesn't weigh much more than the 701. The Zenair factory advises me that the 701 is best reserved for very light engines.

Subj: Corvair in Canada?
Date: 10/15/03

The Corvair conversion seems to be quite a good and cheap alternative 100Hp engine...I'm in the process of choosing the airplane I will eventually start building and the XL601 has been on the top of my list for some time...Which is good considering the choices we have today. Budget is the thing (ain't it for eveyone of us but the wealthiest...) and the Corvair could fill the gap for a cheap conversion engine. I'm presently holding the start of my project because of engine price...

But the problem is: Can I find a decent Corvair block in Canada??? Most people I talk to about this engine are looking at me as if I was speaking about UFOs... I live in the province of Quebec (near Montreal). If you have any info, please, let me know.

Yvon Bourdeau, Canada, yvon_bourdeau@yahoo.com
Reply from WW:
About 8% of my customers are Canadians. Even in the remote provinces, they've all been able to find engines at reasonable prices. Although the exchange rate makes it a little more expensive for our friends in the north, the engine's still an excellent deal.

Subj: Zenith XL
Date: 10/14/03

My name is Dr. Lynn Muller and I am a marketing professor at the University of South Dakota. I am also presently constructing a Zenith 601 XL, and I am very interested in the Corvair engine. I will be following your progress very carefully. I feel that I will be looking for an engine during the Spring of 2005, and although I like the idea of building my own, feel that I would be better off purchasing a conversion engine from you directly. I was wondering what kind of lead time I would have to provide you, and would a completed engine come with the necessary motor mounts and instrumentation? When do you estimate the completion of your XL and when might we anticipate getting access to performance spec's. Would a starter equipped engine still be within the allowable weight?

Lynn Muller, Zenith, South Dakota, lmuller@usd.edu
Reply from WW:
We're going to post an update on our 601 project once a month to start with at The www.FlyCorvair.com 601 Page. Eventually, when everything's all worked out, I'll offer an entire engine package. Currently, I do offer most of the pieces to do the job at the Online Catalog. All of the engines I build use electric start. Write us any time you like.

Subj: 601/Corvair
Date: 10/13/03

Allow me to introduce myself. I'm Robert Noffsinger from the Wichita, Kansas, area. Recently, I have been interested in purchasing a Zenith Super Zodiac CH 601 XL kit, but I have a question for you. What is the viability of substituting a 120hp Corvair engine for the recommended Lycoming 0-235? I'm more concerned about weight and of course degradation in performance (if any). As I am in no hurry to purchase the kit, only reply when it is convenient for you. Thank you in advance for your valued perspective and advice. Sincerely,

Robert Noffsinger, Kansas, moffsin@lsil.com
Reply from WW:
Here's how highly we think of the 601/Corvair combination: We bought a 601 for ourselves. Check The 601 Page at www.FlyCorvair.com, as we'll be posting progress reports on our 601XL taildragger. The first powerplant we'll be running will be a straight 164cid Corvair conversion, so builders can appreciate the performance available with a standard Corvair conversion. Only later will we be testing more powerful and larger displacement Corvairs.

Subj: Corvair/601 Cowl
Date: 10/12/03

I am 80% done with the airframe on my 601 XL... am wondering if the Lycoming cowl from Zenair is likely to be a good choice for the corvair ...am planning to purchase your new starter kit...thanks for all your work...Jim

James Dankovich, Zenair 601XL, Troy, Mich., jdankochiro@yahoo.com
Reply from WW:
Check out our new www.FlyCorvair.com 601 Web page Monday. Yes, the 235 cowl will work with the installation I'm developing, but I'm also planning on producing a more streamlined custom cowl. My Front Starter Kit is going to be an integral part of all my 601 work.

Subj: Corvair Conversion, 601
Date: 10/11/03

My name is John. I am a new student pilot (2 hours solo) and have dreams of building my own plane. I have been doing a ton of research and I think I am going to build Zenith's Zodiac XL. I have seen some Web sites that mention the Corvair conversion (CC) and I was wondering if you thought this would be an acceptable airframe for such a conversion. I saw on your site that the CC is not a fit for the RVs, but I have not seen anything on Zenith. I am looking forward to building my plane and I would like to do as much as possible; I do not really want to uncrate and bolt on an engine. I would also rather put the money saved into the detail of my airframe if I have a trustworthy engine bolted on. Please let me know your thoughts on this. Thanks for your time.

John, poopoopappy@hotmail.com
Reply from WW:
Check out our new www.FlyCorvair.com 601 Web page Monday and read about our project. I think the 601 is a really good airplane, and the Corvair will prove itself to be an excellent match for it.

Subj: Front Starter Kit, Buttercup
Date: 10/10/03

I just purchased your Conversion Manual #5767. I wrote you a note on the return paperwork. I am just wondering if you received it and read my comments? And I hope you don't take anything the wrong way. It's not that I don't want to buy your parts, it's just that I'm one of those guys who likes to make everything himself. So again, if I could get the part #s and drawings for all of the Front Starter and Alternator setup, that would be greatly appreciated. If you need a few bucks for that, no problem. And I am going to subscribe to the newsletter. My plan is to build a Wittman Buttercup as cheaply as possible. I have a lot of parts and materials. I have found an engine and am disassembling it right now; very interesting design. Please return e-mail with your thoughts. Thank You,

Todd Sutton, Wittman Buttercup, tsutt@myclearwave.net
Reply from WW:
Sorry if we haven't had a chance to respond to your note. We have updated all the part numbers and drawings for the Front Starter Kit since the last time the Conversion Manual was re-edited. All of these drawings and part numbers are included in back issues of The Corvair Flyer (available as a collection for $10 for U.S. delivery, $15 for international delivery including Canada, payable by check or money order to William Wynne, P.O. Box 290802, Port Orange, FL 32129-0802).

At Oshkosh this year we met Earl Luce. I think the Buttercup is an excellent choice as a Corvair airframe. Steve Wittman was a real genius and Earl is a straightforward guy.

Subj: O-190
Date: 10/4/03

A few friends and I have lost our minds. We have decided that flying is not fun any more in aircraft that you have to spend more time flying than looking outside and actually enjoying the scenery. I have a Tripacer that's down for overhaul, and my other two buddies have a 182 Cessna and a Cardinal RG. We want an airplane that is safe at low speed and is economical (read cheap to keep and operate), something we're not used to. We have decided upon the Pietenpol with the engine of course being a Corvair. I like plenty of H.P. and subscribe to the theory that you can never have too much power. Is an O-190 Vair engine tremendously more expensive to build than the 164 cu.in. version? What about the rh rotation option? What about dual carbs? We think 3000 feet is plenty high enough and at that altitude a mixture control isn't really needed is it? I have a complete Buick 215 engine with BAP reduction installed, but this would probably be too much for a Pietenpol, or would it, what's your opinion. Any advice and answers you have would be greatly appreciated. I'll probably be ordering you Manual in the near future just in case we all use Corvair engines. Thanks

James Adams, jtadams@ev1.net
Reply from WW:
A Pietenpol will certainly fly very well on a standard Corvair motor. Many of the highest time Piets are Corvair-powered, and my current conversion is much more powerful than any built to Bernie's specifications. The 190cid Corvair ups the cost by about $1,000. Not the end of the world, but keep in mind that my standard Corvair motor would do 105+mph in my Pietenpol. We rarely flew at high altitude, and the mixture control on my Piet was wired full rich.

I've seen a picture of a direct drive 215 in a Pietenpol, although I'm not sure what modifications were made to it to make it work. Its installed weight, even direct, will be at least 120 pounds more than a Corvair. Although Piets are strong airplanes, in my opinion this is overdoing it. The 215 is a good engine. I've built several, and even flown behind one. It's just not the right engine for your plane.

Subj: Zenith, Sonex or RV for Corvair
Date: 10/3/03

I am currently finishing up a 6000 mile trip around the US visiting kit manufacturers to decide what to build. I have visited Van's, Sonex and Zenith. My wife fell in love with the CH701 and CH801 STOL Zeniths. Would a Corvair engine be too heavy for the 701? I assume it would not have enough punch to get good STOL performance from the 801 (?). Thanks -- will be checking in on e-mail from the road as we progress.

John Collins, San Diego and Panama, oldguyflier@yahoo.com
Reply from WW:
The 701 is a very light plane, and the factory advises me that builders should respect the 200 pound FWF weight limit. There are several people building Corvair/701s, but this is far from a blanket recommendation. The 801 is too much airplane for a Corvair motor. Personally, if I were building an 801, a 360 Lycoming would be my first choice.

The 601 is Zenair's best product for the Corvair. We have one, and you can see our progress on it by checking in at our www.FlyCorvair.com 601 Web page.

None of Van's aircraft are appropriate for a Corvair motor, with the possible exception of an RV-3. We know the Monnett family well, and John has told me many times that a Corvair motor is too big for the Sonex. You can read more about these at the Sonex Application and RV Installation sections of www.FlyCorvair.com.

Subj: Serial numbers to look for?
Date: 10/2/03

What is the lowest s/n engine I should purchase? What are s/n's of the early 164 cid engines. Thanks,

Bill, mrchips@coinet.com
Reply from WW:
Chevrolet did not use sequential serial numbers on Corvair motors. They have numbers stamped on them, but it's an encrypted date code of production, and the same number will appear on several different engines of different models that were produced in different years, but on the same day of the year. The way to differentiate engines is by letter codes and cylinder head numbers. All of the good combinations are covered in the Conversion Manual at great length, in addition to where to find a good engine and how to transport it. Let us know any time you're ready for a Manual. They're available for $59 in the U.S. ($74 for international orders, including Canada) by check or money order payable to William Wynne, P.O. Box 290802, Port Orange, FL 32129-0802, or by credit card via PayPal at the www.FlyCorvair.com Online Catalog.

Subj: 'Vair Ez
Date: 10/1/03

Is the VariEze compatible with a Corvair? Is there an inexpensive conversion to fuel injection and electronic ignition? Are these worth their expense? How is your turbo project coming?

patrickm_rio@hotmail.com
Reply from WW:
A VariEz is not one of my favorite aircraft, due to its fairly high landing speed and comparatively poor pilot protection in an accident. If you gave me my choice of aircraft to have an off-field landing in, a VariEz would be near the bottom of the list. Most VEs are overweight, and the Corvair motor is slightly heavier than the recommended hand prop Continental. This is a weight sensitive airframe, where a few pounds are not to be taken lightly. A LongEz is the same fuselage with a much larger wing. Most people think it is underpowered with 100hp.

My Conversion Manual goes into great detail on why I do not recommend fuel injection nor electronic ignition on single-engine aircraft built by amateurs. Simplicity and warning of impending failure are lost if you opt for fuel injection and electronic ignition. While they may offer slightly superior performance to traditional systems, their characteristics of complexity and no warning failures are extremely undesirable in single-engine aircraft.

I continue my work on the turbo, and it will likely fly first on our 601. We'll keep you posted at www.FlyCorvair.com

November-December 2003 Q & A Page

September 2003 Q & A Page

August 2003 Q & A Page

July 2003 Q & A Page

January-June 2003 Q & A Page

2002 Q & A Page


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