1 Experimental Aircraft Association Cincinnati, OH Chartered since Vol. 40, No. 2 << Next Mtg: Sun, Feb 19, 2:00 PM, Hawk Building>> February, 2006 President: Pete Eide ( ) Tech Counselors: Howard Wells ( ) V. President: Gary Collins ( ) Gary Collins ( ) Secretary: Kevin Kinney ( ) Flight Advisor: Don Fairbanks ( ) Treasurer: Phil Cady ( ) News & Web Editor: Norm Beaudette ( ) Corvair Update(s) by Neil Hulin The Corvair engine builders have been making some progress over the last few months. Gary Collins has fabricated a test stand, and Steve Gordon and I have both assembled our engines. The Corvair is quite a popular engine among Chapter 174 members. In this article, I will try to provide some perspective on Corvair conversion. I ve included recent photos showing the progress members have made on their projects. GM produced about 1.7 million Corvair engines of four basic types between 1960 and All were 164 cubic inch with power ratings of 95HP, 110HP, 140HP (dual carb), and 180HP (turbo). They are six cylinder horizontally opposed, air cooled, and run a compression ratio of around 9:1 depending on the version of the heads. The very common 95HP and 110HP are the best suited for conversion to aircraft use. In the aircraft the Corvair is a direct drive with the prop hub bolted to the fly wheel flange. A typical conversion is not much more than a complete rebuild with specific standard replacement or performance parts. The cylinders usually need to be bored to return them to round and matching oversize forged pistons are used. The connecting rods are balanced, machined back to round, and use ARP rod bolts. The camshaft is a readily available after market profile that helps the engine develop more power below 3000 RPM. The camshaft gear is held securely in place with a lock ring which would only normally be used in high performance road vehicles. New crankshaft and rod bearings are available in standard and regrind sizes. The engine uses small block Chevy hydraulic lifters which are available from most auto parts suppliers. Most builders use the heads in their stock specification and stainless steel valves are recommended. Valve guides and seats are replaced as needed. At the low RPM of a direct drive aircraft engine most porting and valve changes won't result in a significant increase in HP. High performance components such as roller rockers aren't required for aircraft applications. Chapter 174 s Corvair Engine Builders Russ Mintkenbaugh, Wagabond under construction Gary Collins, Carlson Sparrow under construction Neil Hulin, Zenith Zodiac 601 under construction John Boise, Zenith STOL 701 under construction Bruce Holbrook, Pietenpol under construction Greg Baker, engine only considering Zenith 601 Steve Gordon, engine only considering Zenith 601 An important modification required to get power at low PRM is to have the distributor advance changed so that full advance is achieved by around 2400 RPM. This is beyond the capabilities of most engine builders but fully rebuilt and modified distributors with laser cut dual points plate are available from EAA member William Wynne in Florida. Continued pg 3. EAA Talespinners Chapter 174 is a 501(c)(3) exempt non-profit organization, whose principle objective is to provide educational assistance in the fabrication and restoration of classic and experimental aircraft. This newsletter is produced for the members of EAA Chapter 174 and the Cincinnati community to provide information on Chapter activities and to alert members of other potentially useful information. Any actions based on, or reproductions of information contained herein, are at the sole risk of the user. Any technical or regulatory information must be verified by the user. Neither the EAA and Chapter 174, nor the newsletter staff assume any responsibility for the correctness of the information contained herein.
2 Corvair Engine Builders Project Photos Russ Mintkenbaugh > has sourced parts for his Corvair conversion locally and has had some parts such as the puck for the hub fabricated in a local machine shop. Note the Wagabond wings under construction in the background. Gary Collins Corvair engine test stand. The test stand is being developed to allow easier fabrication of the exhaust and induction system. It will also be fitted with controls and electrical so that the engine can be run. The Corvair uses a VANs FP13 spinner which is supplied with a front bulkhead designed for a thicker wood prop. A lot of Corvairs will use Warp Drive composite props which have a thinner aluminum hub. The large FP13 spinner needs a front bulkhead and the fiberglass front bulkhead seen here serves the same purpose as the original VANs aluminum one. The front bulkhead also incorporates a 3/8 inch aluminum crush plate to distribute the thrust loading across the hub. Gary's Corvair engine ran for the first time at Corvair College in Florida in November. Steve Gordon with his completed short block. Steve was very lucky when he acquired his core engine to start his rebuild. After searching for some months he found a suitable engine up near Dayton. It was in very good condition having been completely rebuilt many years ago but never put back in the car. Once he got it home and started his detailed inspection he found that it had been rebuilt to exactly the required flight specification with all of the required parts, including the exact forged pistons, with the only exception the camshaft. For a flight engine the camshaft is changed to an after-market performance automotive camshaft which allows the engine to develop more power below 3000 RPM. In addition, the flight engine incorporates a lock ring on the camshaft gear which would only normally be used in high performance road vehicles. Neil Hulin installing one of the heads on his Corvair engine. This engine, along with Gary Collins', uses 88mm VW cylinders with Cima-Mahle forged pistons. This not only gives the engine a very slight displacement increase from 2700cc to around 2850cc but also saves about 4 pounds of weight. Not often can you get a bigger engine that weighs less. The standard manifold inlet flange has been milled off the head and an aluminum tube welded on. This gives the engine a very low profile which can be adapted to many airframes.
3 First Wednesday Builders Workshops The first of our First Wednesday Builders Workshops was held on the 1 st of February. Neil Hulin gave a comprehensive talk on rivet styles and dynamics. The talk was followed by a hands-on demonstration of various riveting techniques and tools. Over a dozen members attended, and all were treated to cookies and coffee, as well as a video presentation on Zenith Aircraft. as the Marvel Schebler MA3-SPA or the Ellison Fluid Systems EFS-3A are typically used. The Corvair is suitable for aircraft requiring around 100HP. Such aircraft include the KR2, the Pietenpol AirCamper, the Zenith Zodiac 601, and the Wagabond. January Chapter Meeting Minutes Submitted by Don Reasoner on behalf of Kevin Kinney, Chapter 174 Secretary January 15, 2006, 2:00 3:20 pm. Vice-President Gary Collins convened the meeting in the absence of President Pete Eide. Gary indicated that it appears that he will be filling in for Pete indefinitely since Pete is in Florida on a new construction project. Gary will continue as the Program Chairman but he stated that he really needs for chapter members to come forward with ideas for programs. Membership: Lee Jewel reported that two new members of the chapter were present, Mr. Bruce Holbrook and Mr. John Boise. Bruce Holbrook introduced himself and said that he is starting to build a Corvair powered Pietenpol. Treasurer: Phil Cady reported that the chapter s finances are in good shape. The chapter s savings CD needed to be rolled over. A new savings CD yielding 4.1% interest was started in the amount of $ which will mature at $ There is $ in the checking account and $99.98 cash on hand, for a total of $ However, all the bills for expenses for the Christmas party have not yet been submitted by those who were responsible for planning the party. Barring scheduling conflicts, the workshops will be held the first Wednesday of each month at 7:00 pm in the Hawk building. Future program topics will be posted on the web site when they become available. Corvair Update (continued). The ignition system uses two Bosch ignition coils, an MSD automatic coil selector, and dual points. The heads are not modified and a single spark plug per cylinder is used. Other components include the starter from a Subaru, the ring gear from a Ford Taurus, and an alternator from a John Deere lawn tractor. Carburetors such New Business: Gary Collins reported that the Board discussed the possibility of having a hands-on Builder s Session for chapter members on a once a month basis, possibly from 7:00 to 10:00 pm on a Wednesday. This would be similar to the Young Builder s program, but for chapter members, where chapter members could learn/practice/teach a new skill(s). There was a positive response from members at the meeting and Gary said that the board would look into making arrangements for such sessions. Young Builders: Don Reasoner reported that a partial list of tools needed was printed in the January newsletter. A length of hose with fittings for the air compressor was donated by Ralph Malott. Mike Franzago said that he has a metal bending brake that he will loan, but it is very heavy. Wayne Messmer said that he talked to Mr. Lynn Freeman, Plane and Pilot magazine, about our need for
4 Luscombe aircraft technical information, parts, etc. Mr. Freeman offered to help out to some extent through his contacts with people who know Luscombe aircraft, if we can provide him the information on what we need. Wayne also pointed out the website that is found in Plane and Pilot. Technical Advisors: Gary Collins reported that he and Howard Wells had helped Mike Franzago weigh his1959 K35 Bonanza. Mike has been updating the instrument panel and generally going through the airframe. In the process, he removed a large amount of weight in the form of old electrical cabling that had never been removed when new equipment and cabling was installed by previous owners. The Bonanza s empty weight was less than Mike had guessed and just a few pounds greater than the manual indicated when the aircraft was manufactured. Special Events: Kathie Doyle reminded the members of the March Drawing Fundraising Spectacular. Raffle tickets are for sale for the following items: EAA Leather Jacket (very nice), T-6 ride, T-28 Ride, and a refrigerator that looks like a roll around tool box. The ticket prices were printed in the January newsletter. Ed: The raffle date has since been moved to the chapter picnic, in September. Kathie recognized Mr. Greg Gray for the volunteer services he has given in support of the chapter at events such as the Blue Ash Airport days. Kathie said that there are aviation scholarships available and that we should be alert for possible candidates. She said that she and President Pete Eide have been discussing developing a Chapter 174 Speaker s Bureau. Chapter members who are interested would be available to present programs on aviation careers at local schools or to other organizations such as the Boy Scouts and Girl Scouts. Kathie emphasized the need for us to let others know who we are. Therefore, she suggested that each of us should wear a nametag so that we can not only get to know each other s names, but so that non-eaa members can readily see who we are and our affiliation with the EAA. The new name tags will have the member s name in large letters for ease of reading and are $12.00 each. Also, for those who are interested, there are EAA Chapter 174 jacket patches (4 inch diameter?) available at a cost of $8.00 each. Programs: Gary raised the issue that it is difficult to give video presentations with the equipment the chapter now has. He suggested the possibility of the chapter acquiring a special projector that can handle several presentation formats: it projects digital images, allowing the use of PowerPoint presentations, and can play videotapes and DVDs. Norm Beaudette has gathered information on such projectors and indicated the cost would be around $ Other Comments: Gary Collins pointed out that presently, there are seven members of EAA Chapter 174 who are working on Corvair car engine conversions for aircraft application. Paul Gould offered to bring an Aero-McDowell starter for a 65 hp Continental engine for a show and tell. The starter was manufactured in 1945 and is lawnmower technology and weighs about 11 lbs. thus allowing the engine to be started from inside the airplane rather than by hand propping the engine. Adjournment: The meeting was adjourned at about 3:30 pm. After a short break, Howard Wells presented a program on thermocouples. For Sale or Trade Heavy Duty Maule Tailwheel, Tundra 1-3/4 tail spring acceptable. New, never used, with yellow tag. $225. Will consider Scott 2000 full swivel towards trade. Contact Paul Gould at tel For Sale For Sale: RANS S12-XL project. Includes engine but model of engine is not known at this time. Project located near Findley, Ohio. Contact daughter of builder, Jenny Cosmo who lives near Felicity, Ohio. Phone Roster Changes / Additions Please make the following changes/additions to your Chapter roster: John Boise new member! 961 Bunning Lane, Cold Spring, KY Home: Cell: Project: Zenith CH 701 STOL Bruce Holbrook new member! 3578 Tri-County Rd., Seaman, OH Home: Project: Pietenpol
5 FSF with Stu Faber February, 2006 HOW ABOUT HOMEBUILTS? It has been said that any time humans find more than one of any thing that moves they will race them. Well NASCAR move over, here come the new RRL (Rocket Racing League) X-Racers. They will be configured much like a Long Ez but slightly larger. A modified Long-Ez, built by Velocity Aircraft, is being used as a development test bed. Fuel is to be kerosene and liquid oxygen. Behind the development of the whole idea are Peter Diamandis [of the X Prize for non-government space flight] and Granger Whitelaw of the Indy Racing League. Based somewhat on auto racing each heat or race will take about one hour at speeds around 250 mph. Planes will take off in staggered pairs and carry only enough fuel for about 15 minutes which requires 4 pit stops per race so that there are always some planes in the air. A 15 minute flight carries only a 4 minute fuel burn requiring management by the pilot. It is hoped to have at least 10 teams in the league with a number of races around the country each season. The race track will be a GPS designed view on the heads-up display. Spectators are to be provided with electronic viewing, and computer games are in development. Planes are quite small. Will spectators be able to see the sponsor s names? Tow banners? Try: SPECTACULAR PICTURES: AVIATION COLLECTABLES. There is much speculation about the future of the airlines; there have already been far more airlines than are presently flying. Perhaps your family attic has some stock certificates from some of those companies. If so, they might be valuable to some collectors or to display on your wall. Try: MYSTERY EXPLAINED? Well maybe. On the afternoon of Saturday October 28, I watched the last 45 minutes of a DISCOVERY CHANNEL show on a possible explanation of the Bermuda Triangle crashes, and sinkings of ships. It is well known that there are large deposits of methane gas under the oceans. Recovery has been considered as a possible source of easing the natural gas shortage. Earlier experiments have indicated that sudden releases of huge bubbles of this gas could sink a ship. Now, a theory has been expressed about the flight of six Navy Avengers that disappeared off Ft. Lauderdale, Fla. in They appear to have been spotted on the ocean bottom in the area the where they were last heard from. The TV show covered an experiment to see if methane could have been the cause. Using a Boeing 737 simulator they tested what would happen if a plane flew into a large bubble of methane gas. The plane was programmed to be flying at 1000 ft. MSL in IFR when the instructor reduced the air density to that of methane. As Methane is much less dense than air, particularly at low altitude, the instruments showed the plane at a much higher altitude and climbing rapidly even as the air speed showed the plane slowing rapidly due to the effect of the low density of the air on the instruments. This would signal a coming stall and the pilot gave it full power and pushed the nose down. If at low altitude it could quickly plunge into the ocean. To further test the theory they ran a Wright R-1830, such as used in the Avenger, on a test stand while releasing a cloud of methane in front of it to see if the methane would ignite from the exhaust. It wouldn t. Then they connected a methane source to the intake system to see if it would stop the engine. With two small flows programmed, any rate of flow stopped the engine immediately. Feeding the methane at even a very slow rate showed that even very very small amounts stopped it instantly, probably due to too rich a mixture. As a result, and although no methane sources were thought to be close to where the planes went down, a large crater was known to be close to the sunken planes which might indicate a source. At the time radio locations from ground stations placed the planes at about the location where those on the bottom were found. The lead pilot had radioed that he was lost due to what he took to be a very strong cross wind, and that he was over the Florida Keys which were south rather than east. It was concluded that the lead pilot was suffering from spatial disorientation. Looks like a good place to avoid. AVIATION HISTORY. Using the Inter-library Lending Service, Bob Louderback located several books on WW II in Alaska and the Aleutian Islands which I have been wanting to read. One came from the USN War College, and another from the Alaska State Library. In 28 months in the area I seldom knew what was going on farther away than I could see. Several mentioned my old boss, S/Sgt Joe Grady, Flt. Eng. on the first AAF plane based there.
6 Upcoming Events of Interest to Chapter Members 174 Feb 19, Sun. Chapter Meeting. Hawk Building, Clermont County Airport, Batavia, OH, 2:00 pm. FAA Feb 23, Thu. Wings & Things Guest Lecture Series. Dr. Eugene Bleil Bataan, the Death March and Captivity. All lectures begin at 7:30 p.m. Doors open at 6:30 p.m. and admission is free. Wright-Patterson AFB, 1100 Spaatz Street, Dayton, OH. 174 Mar 19, Sun. Chapter Meeting. Hawk Building, Clermont County Airport, Batavia, OH, 2:00 pm. FAA Mar 21, Tue. Wings & Things Guest Lecture Series. Col. (Ret.) Wolfgang Samuel American Raiders: The Race to Capture the Luftwaffe Secrets. All lectures begin at 7:30 p.m. Doors open at 6:30 p.m. and admission is free. Wright-Patterson AFB, 1100 Spaatz Street, Dayton, OH. Apr 4-10, Tue-Mon. Sun 'n Fun 2006, Lakeland, FL. Newsletter Notice This month s newsletter is the second to be ed to members who have consented to receive their newsletter by in lieu of the hard copy. This will save the chapter considerable mail and production expenses. If you would like to receive your copy via (or just download it off our web site), please notify Norm at Remember that you can always switch back to the paper copy at any time. Downloading requires Adobe Acrobat Reader, which is freely available and is installed on many PCs. Next Chapter Meeting Sunday, February 19 th, 2006, 2:00 PM Flying to Alaska presented by Gary Collins and Howard Wells Hawk Building, Clermont County Airport
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