Brodhead Pietenpol Association

Original Posted By: oil can
Peter,Hello from North Dakota. It looks as though you have been doing somehomework. The PSRU for the Corvair really looks interesting. One thingthat I am concerned about is it looks as though the prop is raised up almost3". Will that affect the flying characteristics of the Piet? That maybe astupid question but how else does one learn.CraigPeter,Hello from North Dakota. Itlooks asthough you have been doing some homework. The PSRU for the Corvairreallylooks interesting. One thing that I am concerned about is it looksasthough the prop is raised up almost 3. Will that affect theflyingcharacteristics of the Piet? That maybe a stupid question but howelsedoes one learn.Craig________________________________________________________________________________

Original Posted By: Craig & Shari Hanson
Has anyone out there heard of the use of a gear reduction unit used in conjunction with a Corvair engine in a Pietenpol (or any other aircraft for that matter)? I'm considering purchasing plans for such a device (Rinker drive, see link below), but I'd like to learn more about it first. Sounds likea good way to reduce the stress on the engine and to reach the peak of the power curve at normal prop speeds. Anyone have any experience with these? Ever heard of a crank main journal failure due to thrust loads in a Corvair? Check out this link if interested:http://www.west.net/~vertsys/--Peter___ ... __________

Original Posted By: TLC62770(at)aol.com
Peter, Are you located in the Southern California area. I am located inLakewoodCa. and I am also building a corvair powered Piet. -=Ron=-________________________________________________________________________________

Original Posted By: "Warren D. Shoun"
Peter How far along are you on your project ? Where did you get your info onrebuilding the engine ? My friend and i are working on the ribs . We planonon the lay-out of the fuelage real soon . We are using a Corvair also . I willmodify the engine the get more low end torque at lower rpm's . We will portandpolish the heads , balance rods , pistons , crank and put in a mild cam toincreace the hp a little . Put a external oil cooler on the fire wall dualignition re-stall the cooling fan back on top run a very small alternator .We are looking at carburation systems . Has anybody used a down draft carbplace in back of the engine near the fire -wall . what cfm size carb iarepeople using ?________________________________________________________________________________

Original Posted By: steve(at)byu.edu
Craig: Adjust your motor mount dimension for thrust line. Will work justfine.Warren________________________________________________________________________________

Original Posted By: Michael D Cuy
I came across a source of some good information on converting the Corvair engine.Some might be interested. There is a Master's thesis at Cal State Long Beachtitled "Converting the Corvair Engine for Aircraft Use." I borrowed it throughinter-library loan. Just returned it yesterday, so it should be availableagain, soon. The author is William L. Shulze. Publication date is 1974. He offers a good solution to gyroscopic forces on the end of the crank shaft andsome solutions to other problems as well. Worth reading. --On Wed, 30 Sep 1998 13:21:22 Peter P Frantz wrote:>Has anyone out there heard of the use of a gear reduction unit used in >conjunction with a Corvair engine in a Pietenpol (or any other aircraft for >that matter)? I'm considering purchasing plans for such a device (Rinker >drive, see link below), but I'd like to learn more about it first. Sounds like>a good way to reduce the stress on the engine and to reach the peak of the >power curve at normal prop speeds. Anyone have any experience with these? >Ever heard of a crank main journal failure due to thrust loads in a Corvair? >>Check out this link if interested:>http://www.west.net/~vertsys/>>--Peter> ... __________

Original Posted By: Ken Beanlands
> > To drive a Corvair automobile at 60 mph takes about 22 hp as exam=ple.This can't be right.60mph is about 3000, 3500 rpm.(Snipped form William Wynne's website)PerformanceHP....................................100@3200 rpmHP (Continuous)...............90@3000 rpm2. It is low stressIn the Corvair automobile the engine produced 180 horsepower inthe turbo- charged form. All 1964-69 model engines utilize thesame crankshaft, rods, pistons and cases etc. By flat rating theengine for 90 hp continuous, the engine is only stressed to 50%of it=92s rating in the automobile. No other auto engine conversioncan make this claim. In the automobile the engine was redlined at5,500 rpm. My aircraft conversion produces 75% power at half thisrpm. These two facts are the cornerstone of the Corvair engines=92sreliability as an aircraft power plant.(And from his FAQ page)Is cruising at 2800 RPM going to stress the Corvair engine?Not at all. The Corvair engine turns more than 3000 rpm at 60 mphin the automobile. They can run for hours at a time over 4500rpm. Asking the engine to produce 75% power, the brake meaneffective pressure (BMEP) is lower at 2800 rpm than at 2000 rpm.> > Theres more to this aspect than meets the eye, and I feel its> > worth playing> > it safe. If you are interested in the fatigue characteristics etc=. of the> > crank I have more information- but under MAXIMUM load a new Corva=ir engine> > running at normal temperature will explode with catastrophic> > crank/connecting rod failure in 11 hours, according to Chevrolet'=s fatigue> > tests.This is GM's passenger car standard, essentially- thats how= they> > decide what is an acceptable connecting rod beam size, as example=, its not> > a shortcoming of the Corvair engine. This would be similar to a f=ull> > throttle run for 11 hours installed in a car. Naturally, the less> > often the> > engine is run at high speed/load/temp the longer it lasts, but th=eres> > definite limits.We are not running the engine in an A/C application at MAXIMUMload. No where close.... unless you use a PSRU, you can neverget even close to the 5500 rpm redline.My $.02Pat________________________________________________________________________________

Original Posted By: Pat Panzera
Aeronca discussion list OK guys, Daddy needs a new engine. I have to get rid of what's left of theold C-85 to pay for it. Here's what's left:Good crank, M 010 but needs to go to M020Good case, no acc coverGood cam,Core cylinders (good for factory replacements only)Stromberg carbGeneratorConn rodsOther misc parts (I think the lifters are still there).I'd like to get $1200 USD plus shipping for the lot but it's negotiable. Thanks,KenKen Beanlands B.Eng (Aerospace)Calgary, Alberta, CanadaChristavia MK 1 C-GREN________________________________________________________________________________