Zenith Aircraft Builders and Flyers
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Importing corvair engines to Australia
Hi, Just letting people know that I will be attending the zenith open hanger day this year and was keen on discussing with William Wynne the possibilities of importing a corvair engine to Australia. Being in Australia the best option for me would be to purchase an unassembled engine, cowls, mount etc through a trusted source e.g. William Wynne which already has had the crank nitrided, prepped and MPI'd etc by people experienced with these crankshafts, cases etc. So for me it would be more or less an assembly job. I just though I'd put the word out and see if there were many others out there that are keen on doing something similar because I'd imagine the more cowls, engines, mounts etc we import the cheaper it will be. Even if your not confident with assembling your own engine and are interested in learning how to I am happy to teach and assist those who are keen. I believe William does build engines too for those who just want to bolt one in. One thing I would be interested knowing in if anyone is already flying a corvair in Australia is the insurance companies attitude towards them over here? I'm also keen on any feedback from anyone on how the 0-235 goes on the front of a 650 as I have an L2c I could potentially buy as well. I'm a bit hesitant as I think it would rob too much from the gross weight unless a slight gross weight increase is possible to compensate. Although im not real optimistic on zenith approving that after what happened with prior to the B model.
Replies to This Discussion
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Permalink Reply by Allan / Zenair Australia on
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Hi Jacob
Talk to Ian or Peter both members of the Australia New Zealand Group they have a 601 + 750 with Corvair motors
If you are building get RAAUS rego it is 600 kg if VH you put the weight
Cheers Allan
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Permalink Reply by Bob Pustell on
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One of our forum members, Dr. Andy Elliot, has built a corvair powered 601XLB. His Doctorate is in aeronautical engineering. He ran the numbers and decided to certify/register his plane at a higher gross weight, 1450 or 1500pounds as I recall. If you do some searching, I believe you can find some discussion by him about the subject. Above 1320 pounds, if I recall correctly, he makes the CG range gradually tighter as the weight increases. He feels the structure is more than up to the job at the higher weight. I respect his opinion greatly. Even if I decide to certify my bird at the 1320 pound level, it feels good knowing that Andy feels it can safely be operated at a bit higher weight, not that I would ever do such a thing.....
Assuming your rules in Australia are about the same as ours, you determine the gross weight and operating limitations as part of registering and test flying your airplane. The kit came from Zenith but YOU are the manufacturer, and the manufacturer sets the operating limitations. Most people go with whatever the kit manufacturer recommends, but you can, technically, declare whatever reasonable limits you feel the plane you built can perform to. If you use a higher weight you may end up out of the Light Sport Category of aircraft, but you will still have a legal and registered airplane.
As to your second thought, I have been helping to fly the time off a newly constructed 601XLB with a Lycoming O-235. It makes for a heavy airplane and we had to put the battery fairly far back in the tailcone to get the CG in the right spot, but it flies just fine. It climbs like a rocket ship with the large (by the standards of this airplane) engine! It is, for sure, a workable combination but you do not get a lot of useful load unless you register the plane at a slightly higher gross weight. At 1320 pounds and an O-235, this is a two (not obese) person airplane with partial fuel only and no baggage. Or it is a very nice one person plane with room to take a fair amount of stuff with you on your solo trip.
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In the interest of fair disclosure, I am a Corvair person and plan to power my 601XLB with a Corvair. I even owned two Corvair cars back in the 60's and 70's. However, since the weights are compareable to an O-235, I thought I owed it to you to point out the options. Actually, the Corvair weighs less than an O-235 and slightly more than an O-200.
I might also point out that a Lycoming, even if rebuilt by yourself, will cost a lot more than a Corvair. My friend's airplane that I am flying the time off of, has an O-235 that was purchased in boxes and baskets, all the parts but not an assembled engine. By the time my friend bought everything he needed to overhaul that basket case engine, he had about $20,000 US Dollars wrapped up in that engine. A fully built Corvair, run in on a test stand and ready to go from W. Wynne will cost you a bit over half that. Build your own and it will be a third of that. Life is full of choices.
Good luck working your way through the decision tree. Let us know where you come out.
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