William Wynne

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

Corvair College #16
Prettiest Corvair Ever?
Zenith Open House
Operations Info
Congrats Corvair Flyers

Corvair College is coming up Nov. 6-8, 2009, at Ed and Val Fisher's White Plains (SC99) Airport outside Columbia, S.C. To further refine the organization of Colleges, we've moved toward pre-registration and custom-tailored programs. The 48 available builders' spaces at CC #16 closed out fairly quickly. We have now heard from eight Corvair pilots who plan on flying their planes to the event. The primary advantage of early registration was to give Ed and Val a headcount in order to have the event completely catered. We retained a few extra spaces for special exceptions like military personnel who have just come home from deployment. If you missed this College, take heart - we're planning a full slate of them for next year which we will announce here on FlyCorvair.com. Our next Web update will include a complete update from College #16.

Prettiest Corvair Ever?

I got an unexpected phone message from Mark at Falcon in the middle of the day. He said to go look at e-mail and check out Sam Ragland's engine photos. I could tell by the tone and timing of the call that something was up. Get a good look at the following photos of Sam's engine.

A very sharp piece of work. The engine is further along now; it has the Starter mounted and it has been test cranked. In spite of color, the engine does have our Gold Systems installed, and features Falcon Heads. It is well built on the inside also. Notice the ARP case through studs. This engine started out as one of the worst-looking cores that we had seen in years.

The engine is set up for a Front Starter and front JD alternator.

Look at the finish on the intake pipe on the head and on the formerly Gold Oil System components. Now get a good look at the reflection of the back of the Ring Gear in the Top Cover. I like the way you can see the reflection of the wall also. There is a view of the horizon on the end of the Sandwich Adaptor. Looks like it was a nice afternoon in Idaho.

Can't leave out the view of the "Gold" Oil Pan, the lower baffles and pushrod tubes. I would hope this effectively ends all discussion over who built the prettiest Corvair engine. But, I am afraid pictures are seen by the 5% of builders who believe extreme appearance is an essential part of a complete engine, and view this as something of a taunting challenge. Perhaps Sam has set off an appearance arms race of sorts. If he has, we will be satisfied to put up the pictures on this site, and offer them as an example of the creativity of builders in the Corvair movement.

Looking at the photos, it's easy to understand what impressed Mark. I spoke to Sam on the phone, and it was clear that the engine was as well built inside as outside. The extensive polishing on the engine somewhat disguises the fact that it has a complete Gold Oil System, including The Pan. Sam is a very modest guy from Idaho. On the phone, he said he had second thoughts about sending the photos because he didn't want to appear to be a show-off. I told him that I was glad he sent them, and in the words of Bob Ritchey, "It ain't bragging if you can back it up." Sam's airframe, which is pretty far along, is a two-seat, all-wood biplane that has enough unique characteristics of Sam's design to be considered an original, even if it didn't start with a completely clean sheet of paper. Hats off to Sam Ragland.

Zenith Open House

In September, we were invited guests of the Heintz family at the Zenith Open House in Mexico, Mo. It is an annual event they've had for more than 15 years. The weather was great, and several hundred people were in attendance. Three Corvair powered 601s, all flown by customers who are friends of ours, were on hand. We met a number of builders who are in process who picked up parts and the new Operations Manual from us, and the event gave us the chance to meet a new collection of builders, most of whom are just digging into their 750 projects. The photos below tell the story of a great event.

Louis Kantor's 601XL was the centerpiece of the Zenith Open House. The plane was finished in our hangar in Florida, and quickly flew its time off without issue. The plane's first long cross country was Jacksonville to Pittsburgh, non-stop. Louis then went on to display the plane at out booth at Oshkosh all week. He was visiting friends near the Open House, but after the event, he left Mexico, Mo., and flew non-stop all the way back to Pittsburgh. His plane has the four-tank, 48-gallon system. He has not used more than 38 gallons on any trip. His engine is a 2,700 cc with a Dan Weseman 5th bearing. Confidence in your plane is taking off after the event at Zenith and flying into the night on your way home.

This was not the first time we were invited to the Zenith factory. In 2006 we had a Corvair Open House Day there. Over the years, Grace and I have purchased two kits from the Heintz family, and conducted Colleges and Open Houses at their facilities from California to Canada. We earned their trust by being customers first and being there for builders in the long run. Our aircraft were displayed in their booths at Sun 'N Fun and Oshkosh for six consecutive years. When I first approached Sebastien in 2003 with the idea of putting one of our engines on the 601, he simply said that if I thought it was such a good idea, why not buy one myself and do it, rather than talking one of his customers into a prototype. He has been around a long time, and he knew what most people looking at engines don't: Most of the companies promoting alternative engines don't even own a copy of the plane they try to talk people into installing their engine on. This seems improbable and illogical, but review alternative engine Web pages and you will see it to be true. Grace and I purchasing our 601XL in 2003 and having it done in the Spring of 2004 proved to the Heintz family that we were the kind of people their builders could trust.

Above, I stand outside at the Zenith Open House with David Coberly and his fabulous 601 XL. This was the first time we met. He had never been to a College, visited my hangar, seen us at an airshow, or flown in our 601. This has very profound meaning to me: This is proof that our system of educating people on how to build their own Corvair and install it on their plane using our components works. David's plane is the first one he has ever built, but it is a masterpiece. It could easily be Champion Kit Built at any regional EAA event. Most importantly, the plane is reliable and safe to operate, and serves David's needs. But recognize that this plane was built without any intervention or unusual support from myself or the Hangar Gang. In the early years of our promotion of the 601/Corvair combination, a number of aircraft like Rick Lindstrom's and Phil Maxon's were finished at our hangar. We made house calls to builders like Cleone Markwell and Dr. Ray. But David worked with just the support that any builder would have at a remote place. We worked very hard to make everything we promote applicable to builders working in their own shops. This is actually more challenging than running a build center. I have done both, and quite honestly, a build center helps people who have plenty of money, while a good product designed to educate builders and enable them to build their own stuff at home does a lot more for homebuilding. It is commonly understood by everyone in aviation (with the possible exception of some magazine people) that not enough is being done for rank and file, working class homebuilders. I have said it many times: There are a wealth of products for the wealthly, because it is comparitively easy to make money off them. It is a far tougher challenge to make something that real homebuilders need and find educational and useful.

Here is a look in David's engine compartment. Everything is exactly according to our 601 Installation Manual. Many builders new to homebuilding think that the real challenge of building is comimg up with something totally unique. Here is reality: I have been at this game for 20 years and I am qualified to say that more than 90% of the people seeking to build something totally unique never finish. (Just to burst a few more bubbles, most of the would-be builders of "unique" ideas don't read enough to know that most of the things they dream of being the first to do have already been flown to Oshkosh years ago. Experimental aviation is the home of countless brilliant and productive people; it is incredibly myopic to think that an idea a new guy can think of hasn't already been flown.)

Any flying plane, no matter how close a clone to another plane, is a far greater tribute to the builder than the most original idea that never gets done. David is out flying his plane and enjoying the rightful praise of his peers, while countless armchair dreamers are typing in to the Net about the unique plane they will build someday. I have nothing against creativity, but I have zero tolerance for those who do not properly acknowledge the triumph of any man that actually builds and flys his own plane.

David Coberly and his lovely wife Debbie flew their Zenvair up from it base in Arkansas. In the background is Louis Kantor's 601 XL.

When you build a really good looking plane and engine, people like to photograph it. David's plane uses a Sensenich 64 x 43 prop. The engine is a straight 2,700 cc fed by an MA3-SPA. Although the carb is not cheap, it is perfect for the 601 XL. Many people have asked about running a red Aerocarb on the XL. It is a poor idea because the Aerocarb does not tolerate fuel pressure without the complication of a regulator and it requires a lot of pilot monitoring. The only people who would suggest such a combination are not flyers themselves, or have some other angle.

Notice how David is not yet using the full diameter potential of our cowling inlets. Despite this, and having a front mount alternator and Starter Kit, the plane runs cool. Take a look at the other photo to see how well the Baffle Kit fits his engine. Our 601/650 cooling systems are proven in all weather on more than two dozen installations. I find it humorous when the occasional "expert" suggests it will not cool. I direct his attention to www.ZenVair.com, our all Zenith Web page, and ask him to explain why it works on all those planes. Flying planes outweighs theory, speculation, talk, hangar flying and marketing combined.

Above, the 601 XL of Dave Harms of Waterloo, Iowa. Dave was one of our early 601 builders, finishing the 9th ZenVair. He flew this plane to Oshkosh 2009. The plane is currently up for sale to make room for Dave's next project. You can read about it on Barnstormers.com. This plane is a proven flyer on a 2,700 cc engine.

Operations Info

In the course of a week, I'll speak to numerous builders and flyers about technical information. Perhaps the most underutilized resource we have put together is the 2009 Corvair Flight Operations Manual. While it has been a strong seller, I honestly believe it should be in the library of everybody who is planning on flying a Corvair powered aircraft. It contains the wisdom and insight gathered by 10 successful Corvair builders. I suspect that I could show it to anyone with a done Corvair engine and they would find at least five items in it that would lead them to say "I honestly hadn't thought of that."

This Manual is the antidote for a lot of the bad habits people pick up in our maintenance-free society. A flyer this week confessed to me to not yet changing the oil in his aircraft despite having almost 50 hours on it. More than the length of the oil interval, the lack of removing the cowling and carefully inspecting the engine during the test period concerned me. The Manual contains first person histories from builders outlining their highly successful testing and maintenance procedures. A different builder I spoke with called to say that his engine had detonated to the point of a blown head gasket. When I asked what the timing light said the timing was set to, the gentleman was at least honest enough to say that it had never been set. The Operations Manual contains half a dozen reminders to carefully check this before ever going into the air. It is also an inspirational document in which successful builders recount the personal satisfaction of effectively meeting the challenge of building and flying your own plane. It sticks out in my mind as one of the most worthwhile things we've spent our time to provide.

Corvair Builder Lands Major Oshkosh Award

The above photo shows Kurt Shipman and I standing next to his Corvair powered Pietenpol at Oshkosh this year. After the event, we found out that he won the Bronze Plans-Built Lindy Award, in recognition that his plans-built aircraft was in the Top 5 in a very competitive field at the 2009 show. It is difficult to overstate this achievement. In the past 20 years, I have seen a number of Grand Champions from the EAA's regional shows, magnificent aircraft, have a difficult time winning one of Oshkosh's highly coveted workmanship awards. The Corvair movement can be very proud that one of its own earned such a significant honor. It's fitting that it goes to such a laid back, modest guy, who built his plane for his own enjoyment, not the pursuit of external recognition.

Builders who have not yet met Kurt in person will have the chance to share some of his insight in the coming months. He has already written a piece for our upcoming 2010 Flight Operations Manual, the follow on to our highly successful 2009 Flight Ops Manual.

Big Piets In The Air

Above is a Blast From The Past. Pictured in an August 2003 visit to our old hangar at Spruce Creek are the six Big Piet builders from Georgia. Over the years, they made a few visits to our place and we stopped at theirs during the Midwest '05 Night School Tour. Barry Davis, on the extreme right, sent us an e-mail to say that the first two of their aircraft had successfully taken to the air in their staged flight test program. It was a quick e-mail, but I had a chance to speak with Barry at Oshkosh this year, where he reflected on the long building process. To make the accomplishment even sweeter, homebuilders everywhere can take heart that Barry was elected to the EAA's Board of Directors. The Board has many fine and distinguished people from all facets of aviation. But homebuilders can feel pretty good that a real grassroots guy is on there to represent their interests. Hats off to Barry and the rest of the Big Piet gang.

Taylor's New Toy

The above photo shows Don Taylor's all metal Corvair powered Flybaby II. This is Don's own adaptation of the very famous Flybaby design. Don is something of a legend in Corvair circles because he designed and built the Tinker Toy in the 1970s. He flew the highly innovative pusher design to Oshkosh 1976. We have a number of photos of it on the historic Tinker Toy Web page. We are looking forward to hearing of Don's latest creation taking to the air soon. Grace and I had the pleasure of meeting Don in person for the first time at the 2002 SAA Fly In, and have been friends ever since. One of the rewards of our work has been getting to know many of the people who created flying machines in an era long before anyone ever used the term "kit plane."

Kevin Purtee's Piet - 16 Years In The Making

Above is a brand new Pietenpol built by Kevin Purtee. Kevin is a combat helicopter pilot with the U.S. Army. If the name sounds familar, it is because he was part of a daring rescue a few years ago that was broadcast around the world by CNN. Surely his Piet will provide flying hours in a much more relaxed setting. Many people seeing the photo above said the color choice gave the plane a real 1930s look. The Warp Drive prop may not be quite as period correct, but I have never seen another prop that can match the slow speed climb performance of the Warp Drive.

Above is an airborne shot of Kevin's plane. He wrote to us to say that he had worked on it over a 16-year period. For 10 of those years he has been a customer of ours. Over the early years, our business built up very slowly. Before we made the Corvair the accepted powerplant it is today, I was especially appreciative of each of our customers, because they went with us based just on the logic of the things we tested and wrote about. Kevin was one of the early faithful, and as such it is very gratifying to see his creation up and flying. Congratulations to Kevin Purtee.

Cleanexes To Tennessee

Dan Weseman and Chris Smith pull up in front of Dan's hangar after returning 500 miles from a Sonex gathering in Tennessee. They flew up in the company of a very friendly builder of a Jabiru 3300-powered Sonex. The flight showed that the planes all had the same cruise speed, and to some surprise, Chris' plane actually got better gas milage than the 3300. At the event, Dan and Chris got to show their Cleanexes in action in front of many people who only knew them as a photograph before. Many of the people were stunned at how well the planes performed and how good they sounded. Years of Internet chatter from people who had not seen the planes had lead many people to have a very modest expectation. Dan's style of flying corrects misunderstandings like this quickly. Chris told me that people really loved the sound as they did full throttle, low, formation fly-bys. Two six-cylinder Corvairs without mufflers at 3,500 rpm does sound a lot like a V-12 Merlin in a P-51. The Corvair's short valve timing gives a throaty sound rather than a bark, even without a muffler. The event was really a very nice acknowledgement of Dan's years of hard work proving out the combination, all the while remaining friends with the Monnett family. If you are intrested in the Cleanex combination, get a look at the Sonex section on our Home Page.

Here is a shot of the very simple but effective panel in Chris Smith's "Son of Cleanex." The primary component is the MGL avionics basic instrument. Chris said that they have been reliable, and it was an added plus that they are calibrated to work with a number of different sending units. The Corvair has flown with a giant range of instrumentation, and there is a very good base of information about installing almost any type of instrumentation for it. Grand Rapids, MGL, Dynon, steam gauges - whatever you like, the pioneering work has been done.

Shop Notes

Here is a good indicaton of how popular our Gold Series Oil Systems are. Each of our Sandwich Adapters has a square cross section O-ring to seal it against the Gold Filter Housing. Rather than use a custom O-ring, I chose to use the one from a very common Fram oil filter, the 6607. (If anyone ever needed to replace it, they only need go as far as the local Wal-Mart and buy a $4.24 filter.) In the bags are 120 brand new filters now missing their O-rings. I will occasionally use a Fram filter to test run an engine, but we do not fly Fram filters. I give the bags away to friends who own Mazda Miatas, the original automotive application of the 6607. These Miata drivers only need the O-ring from their original filter, and they have a lifetime suppy of automotive filtration in the bag.

Grace's C-85 powered Taylorcraft gets a prop balance after its annual. Our friend Arnold Holmes, who has worked with us on Corvair projects all the way back to 1998, came up to do the annual and test out a new electronic balancing idea. The C-85s and O-200s are not as easy to find spots on which to place balance weights as Lycomings on traditional aircraft, because many of these planes do not have a large spinner, and Continentals have no ring gear upon which to mount the balance weights. Arnold experimented with using lead tape weights in the small skullcap spinner. After a lot of work, he balanced the engine down to a very-smooth-for-a-Continental .020 IPS. By four-cylinder standards, this is very good, and reflects the fact that the plane has a freshly overhauled Sensenich prop and a very good internal balance job at its last rebuild. Now, to put this in Corvair perspective, you can read a great article on Mark Langford's KR-2S in the latest issue of Contact! magazine. It is about the in-flight, real-time, computer dynamic balance measurement he has done on his Corvair engine ... Mark's Corvair now has 20 times less vibration than Grace's C-85! We have been telling people for years that the Corvair is a very smooth engine, but there is nothing like test numbers and seeing it in person. Mark's numbers hovered between .001 and nothing in level flight. This makes it fair to say that the Corvair can be at least as smooth as any other piston engine, and it is a great deal smoother than the majority of aircraft engines people commonly have experience with.

I shot this photo of the joint between the leg and the tray on a 601 Mount that I welded. This is what good welds look like. There are many things in this world I am not good at: I know nothing about computers; I once was asked to stop dancing at a wedding because they didn't want to have it captured on the group shots of the video; I know nothing about fine wine, flower arranging, fashions or farming. The list is long. But I have been welding on a near daily basis for 28 years, and I have gained a lot of capability by working with real masters like Bob Bean. I have welded parts that have flown on more than 100 aircraft. This is part of the reason why our work is regarded as homebuilder to homebuilder, rather than the typical aviation consumer business model. I am very lucky to be married to a woman who respects my craftsmanship, as she certianly didn't marry me for my ability on the dance floor.

Above, I kneel in the workshop next to 601 Motor Mount Number 100. This sounds like a lot, but I made the first one in 2003 for our own 601 XL. That is 72 months ago. Our work to champion the ZenVair 601 took a long time to bear a lot of fruit. This is why most experimental aircraft companies fail. Very few of them are willing to go several years before seeing the payoff to testing and development. This is especially true if the business has a financial backer who is looking to make money this year. The most proven businesses in experimental aviation are people like plans sellers, because they have a long-term view and tend to be homebuilders themselves. On the other end of the specturm, LLCs with glossy brochures sink quickly because they cannot survive the gestation period to acceptance.

Experimental aviation has a long history of new companies trying to shortcut this by selling thinly disguised copies of proven work. For example, the Nesmith Cougar was a cheap set of plans copying Steve Wittman's Tailwind design. Nesmith made a few changes, all of which made his plane worse. He sold the plans for $10 versus Wittman charging $125 for Tailwind plans all the way back to the 1950s. Shortsighted homebuilders and cheap people didn't realize that the $115 difference was nothing in the finished cost of the plane, and meaningless when you consider the value of your time. The conflict reportedly made Wittman privately very angry. In a few years Nesmith was dead, and his builders were left without support. Wittman, already a legend, went on to live a long life and have the Oshkosh airport named after him. This illustrates that not all of the issues involved in today's experimental business world are new.

Above, a 3,100 we built and test ran on our dyno is crated for air shipment to a CH 750 builder in Washington state. This engine in now sitting on the mount on the front of his plane. The engine has all of our Gold Systems and a Weseman 5th bearing. Notice that the engine has a 60-amp Nippon Denso rear alternator. This is the exact same set up that has flown in Louis Kantor's 601 for more than 90 hours. The braided line feeds the 5th bearing-cooled, filtered oil. The line runs under the crank and comes back up to the fitting on the housing ahead of cylinder #6. This low point in the oil line stores a shot of oil for the bearing when the engine stops. On startup, the line pressurized in less than one second.

Above is a rear view of the same 3,100 before crating. Notice how the engine retains the original GM designed harmonic balancer on the end of the crank. All long stroke Corvair engines, except the very cheapest base model engines, had harmonic balancers. I have consistently told people to always put one on flight engines. I have had people debate me about this, but the argument usually comes from a person who has a junior high school math background. People with a university level engineering understanding of the issue, people who have worked through classes like dynamics, understand how the part functions and why we use it. There is no viable reason to eliminate it. It is beyond me why a person who takes an engine like a Corvair, which has had its share of crankshaft issues in the past, and proceeds to remove the part that GM, then the World's largest corporation, specifically designed to protect the crankshaft. It is thinking and actions like this, by a few of the undereducated, that gives experimental aviation the undesireable reputation as "cowboys" to the trained engineers working in the other branches of aviation. A close look shows this engine to have a high volume oil pump. The compact systems on the engine allow it to be installed on a Zenith 750. A rear starter would force the engine to be placed further forward by several inches, out of the CG range of the aircraft. Again, this identical rear installation is flying in Louis Kantor's ZenVair 601.

Above, two sets of our stainless CNC exhaust stacks. These are the basic building blocks of all of our Stainless Exhaust Systems. The parts at the bottom are the regular production stacks, which fit 95, 110 and turbo heads. The set at the top of the picture is for 140hp heads. We do not often use these on conversion engines. Our 3,100 in our 601 flew about 200 hours on 140 heads, and the 3,100 in the previous photos has 140 heads. Here is a very serious warning: Stock 140 hp heads have a well-earned reputation as valve seat droppers in their stock form. Our Pietenpol started out life with stock 140 heads. It dropped a seat in flight. 140 heads also make less power than 110 or 95 heads do on a 2,700 cc engine at any rpm you would use on a flight engine. Our Dyno has shown that 140 heads have some potential on 3,100s. Both of the sets of 140 flight heads we have used were highly modified by Mark at Falcon to make absolutely sure they would not drop a seat. I would not fly any set of 140 heads that were not modified by Mark. A dropped intake seat will not only kill the power in that clyinder, it will also prevent the other two cylinders on that bank from running. Please take the warning seriously. For the rare application that a set of Falcon modified 140 heads makes sense, we now have CNC code to produce the exhaust stacks to make a stainless system for it.

Above is a brand new, drop forged, made in the USA piston for the Corvair. This has been a yearlong joint project between myself, Woody Harris and Mark from Falcon. We nominally refered to the engine as a "2,875 cc". Woody made the command decision to back down slightly to allow the cylinders to have an overbore capability. The actual displacement of this piston is 2,850 cc. Look at the dish in the head of the piston. Notice that it still has a quench area to match the one in the Corvair head. This piston is designed to allow the head gasket step in the head to be completely cut out, have a quench height of only the thickness of a .032" head gasket, but still have less than a 9:1 compression ratio with a 110 head. With a 95 head and the quench clearance equally tight, the compression ratio is below 8.4:1. The former should be an ideal engine to run on unleaded gas or 100LL. The latter is specifically set for being run with a turbo. We have three sets of pistons to run through a test program. Woody's set is going into his 601 that is being modified with a turbo. I have the other two sets in Florida going into test engines. I like the concept for a number of reasons. First, it is the largest bore that can be used without modifying the case and heads, the way you must with a 3,100. Second, I have followed Mark Langford's experience with hundreds of hours of operation on 93 auto fuel. It has a lot of merit in an engine that is optimized for it. Third, the ready availability of Clark's new full-fin cylinders that can take this kind of overbore eliminates any special machining to the cylinders. After testing, it is my intention that all of our 2010 production engines will be based on this piston. If you are potentially interested in purchasing one of these engines, just send me an e-mail and we will keep you posted.

Above is a one-piece high volume oil pump that we had our CNC shop machine out. There are several different high volume kits for the Corvair, and with the development of the 5th bearing, there is some call to use them. The gear on the left is a stock Corvair, the one on the right is a high volume, which is nothing more than a Small Block Chevy pump. (Keep this interchangeability in mind the next time some BS artist tries to tell you the Corvair was designed by someone other than GM.) Most HV pump kits for a Corvair are made in two parts with two gaskets. They certainly work, but I wanted fewer parts, and a different internal configuration. The pump is in testing now, where we are evaluating both steel and aluminum models. If they work out, they will be standard equipment on our 2010 engines.

In the above photo, the bundle of tubing is a complete Motor Mount for a 601/650. The piston is for size reference. A close look at the set shows that all the ends are already profiled by CNC equipment. This is how we have built production Motor Mounts for the past few years. This is the work of a very clever friend of ours, Don VanRaay. He not only does the work, but he invented the machine that does it, and wrote all the computer programs that model the tubes and run the machine. Prototyping the stuff is very expensive, out of the question for a few parts. But amortized over mass production, it is a bargain. Anybody who has made a steel tube aircraft will tell you that the tedious part is learning how to profile the tubes. I have been doing it for 25 years, and I can cut tubes with the best, but for super accurate mass production, you can't beat working with Don.

Above is a closer look at the profiled ends. The accuracy is so high that you can't put a piece of paper between the tubes when they are fitted into the jig. The benefit to builders is simple: When we hand cut all the tubes, the only economical way to make mounts was in batches. The cutting and grinding was loud, dirty work, which meant you couldn't have any open engine parts around, and it is too noisy to do late at night. Now I can make a single call and have Don send down 10 kits in a few days. If a builder sends a check or PayPal payment for a Mount, I can take a kit off the shelf after dinner, and in a few quiet, clean hours of work, I can weld up his Mount without re-arranging the shop. With a cup of coffee, and a few calls to return, I can still get inside to watch the 11 o'clock news.

Now At The Hangar

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December 2006 At The Hangar Part 1

December 2006 At The Hangar Part 2

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December 2006 At The Hangar Part 4

November 2006 At The Hangar

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At The Hangar In April 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

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