Experimenter

MAR 2015

Experimenter is a magazine created by EAA for people who build airplanes. We will report on amateur-built aircraft as well as ultralights and other light aircraft.

Issue link: http://experimenter.epubxp.com/i/471466

Contents of this Issue

Navigation

Page 12 of 36

EAA Experimenter 13 He said, "I gave myself a year to build and fly the plane. I had seen some of the Corvair aviation 'movement' at that time, so I went to the junkyard, bought a worn-out en- gine, brought it back to my shop, and tore it down. I was impressed with GM's design and strength. My business at that time was auto restoration. I rebuilt a lot of cars, mostly smaller cars such as VWs, Austins, MGs, Triumphs, and also some Corvairs. So, I had a good feeling for engines, and I could see that the Corvair was a good one. After making the decision to build that engine for the KR, it was easy to do. I finished that plane in August 2004 and flew it to Oshkosh in 2005, 2006, and 2008. Being an A&P, I started to help a lot of guys with their Corvair conversions, and I saw that there was great potential to improve the design and increase its simplicity and reliability. "Because I have a full shop with tooling, a paint booth, and live in an area where I have plenty of room and can make noise, designing and building airplanes is easier. Two years ago we decided to close down the auto restoration business, and my wife and I started Azalea Aviation LLC (Valdosta is the "Azalea City") to concentrate on the Corvair. Initially, we started developing fi rewall-forward kits for various aircraft like Zeniths, KRs, and Sonex. Then we started developing our 120-hp Spyder conversion on the Corvair and needed a test bed for that engine. That's how the Tailwind came into our lives, and I'm glad it did. It's really an enjoyable airplane and comfortable for my wife and I to fl y." For some years, Bill had known about a Tailwind project that belonged to a friend only a few miles from his shop. He struck a deal for it and brought it home. He said, "It was a welded frame on its gear with most of the wing structure completed but not closed. It was perfect SPECIFICATIONS Top speed (V NE ): 200 mph Cruise speed: 135 mph at 75 percent Landing speed: 65 mph (600 to 800 feet landing roll) Stall: 55 mph clean, 50 mph with full fl aps Takeoff roll: 750 feet Rate of climb at gross: 750 feet/minute; 1,200-plus minimum single Range at 65% est.: 3.5 hours (1 hour reserve) for 450 miles Range at 50% est.: 4 hours (1 hour reserve) for 500 miles Empty weight: 750 pounds Gross weight: 1,400 pounds Useful load: 650 pounds Fuel capacity: 25 gallons; single front header tank Wingspan: 24 feet Wing area: 92 square feet Length: 19.3 feet Cabin width: 41 inches Engine: Spyder Corvair conversion; 100 hp; 120-hp version to come Propeller: Warp Drive three-blade; soon to test a Sensenich wooden cruise prop The hyper clean cowling not only contributes to overall performance but also cools the engine effi ciently.

Articles in this issue

Archives of this issue

view archives of Experimenter - MAR 2015