Replies to This Discussion

Permalink Reply by JEFF COCHRAN on February 27, 2016 at 7:20pm

Dale,

The only Zenith with AA's engine flying currently I believe is John Clark's 750 in Thomasville, GA. I suggest you send John a friend request and contact him off line as this can be a hot topic. I have a WW built engine in my 750, but I have been banned from posting on the ZenVair site that WW runs. I have attended about eight Corvair colleges and one workshop at Azalea Aviation. Opinions are like a part of the human anatomy and some of them stink, so here is my opinion: If you want to build your own engine, then WW has the best program to support your efforts. If you want to purchase a complete engine, then you have more and better choices. Bill Clapp sells an engine that has some unique features - intergrated rear alternator and starter. Roy Szarafinski of Roy's Garage is a super gentleman and technically accomplished builder that can build you an engine or help you build it. Dan Weseman of SPA now sells the three liter version I believe. All three have their own version of the "fifth bearing". I am sure each thinks his version is the best, that will probably never be proven. Good luck in your search for enlightenment.

Jeff

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Permalink Reply by Lawrence Bird on March 15, 2016 at 11:43am

Am not going to stumble into the WW/Azalea debate which occasionally gets over animated, but Bill built mine and it was on budget and ahead of my schedule – all in all an excellent, low-key relationship.  Indeed, he built much faster than the builder of my plane (grin…). 

 

My experience with Bill and Azalea is all good, but since the airframe isn’t done, I can’t tell you how it behaves in the air… My comment on another forum;

"Bill had my 2700cc Azalea-Spider engine set up on his test stand -- started on the first bump and ran it up and down the RPM range for about 15-minutes -- really, really smooth (big grin here!!). His philosophy of keeping things simple takes lots of planning, preparation and know-how, but in the end there are no belts or other external drives to maintain and the majority of any needed replacement parts are readily available through non-exotic sources -- just takes thought and planning to pull it altogether in an aviation ready unit. An hour or so later it had cooled enough to come off the stand, and a gazillion hours later it was home and on its own dolly in the shop…" 

I was going to try to build my own, recalling decades ago when I’d built an engine or two, but realized I couldn’t match what Bill was doing with his IFB and all -- and am pleased I took that route (check with me in a year or so…). With no pains to save pounds, mine weighed 229# wet (without exhaust).

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Permalink Reply by Louis W. Ott on March 17, 2016 at 1:36pm

I bought a 2700 cc engine from Bill several years ago. Main reasons were the integrated rear alternator. General tidy appearance with no belts, and the 5th bearing design. His 5th bearing uses a large thrust bearing in an aluminum housing. I think the bearing is from a Chevy 350 and rated at more thrust than the engine will generate. The Corvair thrust bearing is rated at 200+ pounds which is less than the Corvair engine's thrust. The thrust force from his IFB is transferred directly to the front of the case and from there to the motor mounts. The other 5th bearings have the thrust carried by the crankshaft to the Corvair thrust bearing near the rear of the engine on a main bearing web. I'm aware that there has never been a reported problem with the stock Corvair thrust bearing with or without a 5th bearing. I thought the design of Bill's was better and more similar to that of certified engines. The engine ran well and very smooth. I used a dual Ford EDIS ignition system and a Rotec carb both of which worked perfectly.

I'm currently building another Corvair of 3250cc with a lot of mods because I needed more power in high density altitude operation. This engine uses a SPA 5th bearing, and MagVair crank.

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Permalink Reply by David Josephson on March 22, 2016 at 1:11am

Louis, is your 2700 flying? If so, what sort of performance are you seeing?

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Permalink Reply by Louis W. Ott on March 22, 2016 at 6:32pm

My 2700 Corvair is currently out of the airplane. The performance I had with it seemed in line with other Corvair powered 601XL-B. Rate of climb near sea level at gross wt was around 850 ft/min. Over 1000 ft.min with just me and minimal fuel. Cruise was 115 mph at around 2900 rpm. I would do 123 mph at 4000' and 3150 rpm. Performance near sea level was fine. It was at high density altitudes of around 7500' where I wanted more climb. Climb there would be 250 to 300 ft/min. I have a 68" Warp prop. 8.5 deg blade angle gave around 2800 static rpm if I remember correctly.

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Permalink Reply by William Clapp on March 2, 2017 at 12:00am

Hi Dale. I just posted on another posting about Azalea Aviation. Please feel free to look. Ask questions or contact me. We will be having a Spyder Engine Workshop this March 9-11 in GA but have other opportunities as well. Ask away! We have many Corvair pilots in our area...maybe not on this site. We are busy flying!

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Permalink Reply by Oliver Reik on April 17, 2017 at 1:41pm

Bill, I thought I post my questions here, instead of sending you an e-mail, as it might also be of interest for others.

 

I couldn't find much information about your engines on your website.

Would you mind sharing some basic specifications like weight, rpm, ignition, etc., particularly regarding the 120 hp engine?

 

How much is the 120 hp engine, complete or as a kit?

 

I believe the workshops are 2 days long - is this enough to completely assemble an engine?

 

Oliver

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Permalink Reply by John A. Minatelli on June 18, 2017 at 8:31am

I ordered the 120 HP Spyder engine and complete FWF package from Bill with the engine prebuilt however Bill insisted that I assemble the engine under his watchful eye. I am glad I took his advise. Took about 1.5 days to put the engine together and I came to appreciate all the nesessary work it takes to build an engine thanks to Bills detailed input at each step in the process. Build and maintenance manual come with the engine. We actually ran the engine last Saturday on Bills power stand. Very smooth and powerful. He is now installing the FWF package on my Cruzer airframe along with all the wiring fuel line and will test fly and transition me in the Cruzer. You won't see WW doing that. Never the less no one can deny that WW is a pioneer in ensuring that the GM Corvair remains a good aviation engine choice. Thus my experience with Bill has been excellent. Great A&P, CFI and very cautious and thoughtful builder. He is now finalizing his Saberwing kit which flies at 200 mph on a 100 HO Corvair Spyder engine! He practices what he preaches. You can check all this out on Azaleaaviation.com. Incidentally all the parts except the crankcase and reconditioned heads are brand new.

John Minatelli

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