William Wynne

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


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December 19, 2004

Subj: Accessory Case Oil Cover
Date: 12/2/04

Are you selling the cap-off piece for the old oil filter mount? I see I can get everything else needed to move the oil system and change to fuel pump design, but it sounds like the block off cap is critical, and I donít think I want to attempt it. Let me know if it is available and how much if it is.

Thanks,

John, State College, PA

Reply from WW:
Here's a link to a photo of the accessory case oil cover: Close up of Accessory Case Oil Cover. We sell this part fully machined and ready to bolt on for $69. This includes all the stainless hardware. Very shortly, we're going to offer completely rebuilt and tested accessory cases with this part already installed on an exchange basis for builders. For now, we'd be glad to sell you the part separately.

Subj: Rods
Date: 12/6/04

Where can I get balanced rods?

Jimmy, N.J.

Reply from WW:
All of the motors we rebuild in the shop for sale have a balanced, rebuilt set of rods with ARP bolts already installed. We get these from Clarks Corvair Parts Inc., 400 Mohawk Trail, Shelburne Falls, MA 01370, 413-625-9776. They are part number C9203WW, balanced connecting rod sets at $214, less the $42 that they give back when the cores are sent in. $172 is very inexpensive for quality work done right when you consider that the rod bolts are worth $75 themselves.

Subj: ACR44F
Date: 12/7/04

A very quick question. I purchased a set of NOS AC R44 SPARK plugs on eBay and have a green stripe on them. Apparently that have not been available for a long time. Can I use these in my Corvair engine? Your advice would be greatly appreciated.

Regards, Darren, VP-2, Australia
Reply from WW:
In the U.S., AC R44F plugs are readily available and in continuous production. The standard Corvair plug in the 1960s was the 44FF. This plug has not been produced in a long time. When we get a core motor in with an old set of these installed, you can be pretty sure it hasn't been driven in 20 years. We do all of our flying on R44F plugs. These are the resistor version of the 44F. Operationally, they run just the same and have provided us with years of good service.

Subj: 601XL FWF
Date: 12/8/04

I have a few questions about the Corvair engine. I'm looking at building a Zenith Zodiac XL. Do you guys sell motor mounts for the Zodiac? Also, as far as firewall fwd kits, do you sell those too?

Thanks, Jeremy
Reply from WW:
On our Products Page, you can see that we sell 601 Motor Mounts, Nosebowls and many other parts to mate the Corvair engine to the 601 series of aircraft. These are very popular items, and more than half the motor mounts we make these days are going to 601XL customers. We are expanding our catalog of parts to simplify the 601 installation. Within a few months, we'll have every single nut, bolt and screw available. But right now, our 601 customers are well served by our manufacturing all the difficult to make components like the nosebowl, mount, etc.

As for the engine itself, we produce a steady flow of completed engines like the one posted at our Engine For Sale page. The majority of our customers build from our plans and components, but this engine is appropriate for those who wish to purchase an engine ready to install.

Subj: Wag Aero Planes
Date: 12/10/04

I am going to order the plans for a (J-3 Cub) Sport Trainer or a Super Sport Trainer. I have a Corvair engine with the correct numbers and will be ordering your Manual soon. I was wondering if you sell a motor mount for this type of aircraft? Also, in your opinion, which aircraft would be better for myself (6'3" @245lb) and the Corvair engine?

Thanks for your input, Mike
Reply from WW:
A standard Corvair engine will be a good powerplant for any of the J-3 series aircraft, like the Sport Trainer. Keep in mind that the J-3s flew on engines from 37 to 65hp, and the Super Cubs, which are the same size airplane, flew on 100-150hp. A J-3 is not a large aircraft inside, but its layout is more friendly to taller pilots than many of the J-3s contemporaries, like the Taylorcraft. It's a simple matter to check the fit out at an airport that has a J-3 available for you to sit in. The popularity of the J-3 means that you won't have to drive far. I took a quick look at the Wag Aero Web site and couldn't find a reference to the Super Sport. Perhaps this is something new? Wag Aero is a very reputable company and their plans are very good.

Subj: Cleaning
Date: 11/24/04

I also have a question about cleaning up the heads and case. I have been soaking them (the heads) in my cold bath parts washer with solvent and they still are not coming clean. I have been using an old tooth brush to scrub them. I see that you mention in your write up about CC#8 that you have a blasting booth with wallnut shells. Is that the way to go, or a Dremel tool with a wire brush? Thanks for any ideas and keep up the great work on the Corvair.

Doug, Winnipeg, Manitoba, Canada
Reply from WW:
Yes, we use the walnut shell blaster for anything that is made of soft metal or going to be inside the engine, or subjected to oil flow. Walnuts or plastic media will go a long way to clean up cylinder heads. We rarely have to clean them up all the way ourselves, as we have a machine shop in our area which does valve jobs for us, and they take care of the cleaning at that time. We just remove most of the grease as a courtesy, to stay on their good side. Our walnut blaster does most of its work cleaning cases and the inside of accessory case covers.

Subj: Corvair Fuel Pump Orientation
Date: 12/1/04

Saw the pics of CC#8 and they were just great! I really wish Judy & I could have attended but we were in the midst of a move from Raleigh NC to our new home in Oriental. We are just about to get all the stuff out of the boxes & put away so its time to return to construction of the Corvair. We have ordered a full 601 XL kit from ZAC since we last saw you at Oshkosh and plan to pick it up in Feb.

My question involves the Corvair fuel pump. I was looking at possible ways of routing the fuel lines from the fuel pump to the MA3-SPA carb and it suddenly dawned on me that if the pump was rotated 180 degrees the line connections to the carb and gas collator would be both more direct and also further away from the hot engine block. Since the pump is push rod actuated and secured with a single tapered bolt, it should be a simple matter to redrill the pump body to effect the reversed mounting orientation. Have you ever considered doing this? Your comments would be appreciated.

We hope to be able to attend your next CC event. I continue to ever more impressed with the scope and quality of the work you are doing to make the corvair into a safe affordable aviation engine. Your grassroots approach to homebuilding is all too rare these days. Thanks for all you do.

George, 601, North Carolina
Reply from WW:
Great to hear from you. You should check out all the 601 updates at www.flycorvair.com/601.html. We have updated the 601 fuel system to a far simpler configuration using two electric fuel pumps in series. We no longer have the mechanical fuel pump installed in our aircraft. Although you're correct about the stock mechanical pump being pushrod activated, the housing is asymmetrical and has an internal boss for the mounting bolt which prevents it from being rotated as you suggested. I know this in detail because we considered the same idea at one point. The installation with electric pumps now has about 50 flight hours on it, and I'm happy with it. It's an easy one for builders to replicate. When you head over to the Zenith Factory, say hello for us.

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