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There is a four cylinder, four stroke, 100 HP aircraft engine that has been
providing affordable, reliable power to aircraft since 1960, and it is
NOT a 912 Rotax! According to William Wynne of an Embry Riddle graduate,
and A&P mechanic that engine is the Corvair. William has been working in
the aviation field for over 20 years and has an extensive background
working on Continental and Lycoming engines. So when he started
working on Corvair engines for aircraft applications his goal was " to
make them as much like a Lycoming and Continental in everyway except for
the price tag."
Of course some of the advantages he has with the Corvair is that it
is direct drive, horizontally opposed, and air cooled just like it's
aviation cousins!
According to William the idea is to "keep as many things as we can
inside the engine stock." Which means that thing pistons, rings, and
bearings can be purchased off the shelf from automotive suppliers.
With "everything that makes it into an aircraft engine available from
www.flycorvair.com." This includes knowledge, information, DVD's, and
the Corvair College. (See Editors Note)
According to William "Corvair engines are available from coast to
coast and border to border, with 1.8 million originally produced, they
are readily available at a cost of $150.00 to $200.00 for a good usable
core, with the engines built between 1964 and 1969 being the best."
The engine will produce a net 100 horsepower at 3,000 to 3150 rpm.
For applications using a shorter propeller the engine rpm will increase
along with the horsepower. William also has power packages available
that increase the engine displacement to 190 cubic inches which again
increases horsepower.
The standard 100 HP engine will use between 4 and 5 gallons of fuel per
hour. The engine uses a wet sump system, which has been increased in
volume by 1.5 quarts.
The ignition system features both points and electronic primary
ignition. This gives the best of both worlds with the simple reliability
of points, and the accuracy and smoothness of an electronic system.
The recommended prop for installation like the CH 601, 701 and
Pietenpol is a Warp Drive two blade. For faster flying aircraft a Sensenich propeller is recommended.
The total engine installation weight comes in at 225 lbs. wet, which
is 30-35 lbs. heavier than a Rotax 912 or Jabiru.
William indicates that a pilot building a complete engine package built using the
information supplied by www.flycorvair.com will have a hard time
spending $5,000.00 to build their engine.
It is also interesting to note that Bill not only helps provide power
to aircraft enthusiasts he and his wife Grace Ellen have flown using
Corvair power in their 601 XL, Pietenpol, KR, and Wagabond.
Editors Note:
The Corvair College is an event where, owners, builders, and enthusiasts
are treated to the actual building of a Corvair engine for aircraft use.
Corvair College 12 will be hosted by Ed Fisher of RaceAir Designs
November 7th to 9, 2008 at White Plains Plantation, SC 99 Gilbert, S.C.
For more information Ed can be reached at (330) 518-8383. I hope to be
able to attend and follow up this article with others on the Corvair
aircraft engine conversion. |
