Pietenpol-Archive.digest.vol-cz
January 05, 2003 - February 02, 2003
>
> In 1970 I built a Pietenpol with a wooden fuselage whch I'm still flying.
> Then,
> about five years later I built a steel tube fuselage based on the
Pietenpol
> plans. I increased the size of some members, particularly in the cockpit
> area.
>
> I'm not sure of the numbers anymore, but the weight of the basic frame
with-
> out fittings was approximately 35 lbs. By the time I added seat supports,
> fittings, fairing clips, front pit door structure, etc. it had increased
> noticeably. However, I believe it was still below the weight of the wooden
> fuselage. How
> much I cannot say.
>
> This airplane had steel tubing tail surfaces which were a bit heavier than
> the
> wooden ones. I sold the project and it was finished and became a good-
> flying Pietenpol with an A65, although its empty weight wound up at about
> 660 lbs.(solid, not routed, wing spars made it heavier). I would recommend
> that one should stick with the wooden tail surfaces even with a steel
> fuselage; they are about as light as it is possible to make them.
>
> Weight savings of 35 to 40 lbs. from using the steel tubing fuselage seem
> too
> high because we are talking about the frame only. While I didn't weigh it,
> my
> basic wood frame fuselage wasn't very heavy either. (Framing was spruce
and
> I used marine quality 1/8" ply for the sides together with 1/4" marine fir
> ply for the floor. Gussets were 1/8" aircraft birch ply.)
>
> Does anyone out there have the numbers for the basic wood frame?
>
> Graham Hansen (Pietenpol CF-AUN)
>
>
________________________________________________________________________________
| From: | "Alex Sloan" <alexms1(at)bellsouth.net> |
| Subject: | Re: Wood fuse. vs. tube fuse. |
Graham,
I failed to mention I am building the stretch fuselage.
Alex Sloan
----- Original Message -----
From: "Graham Hansen" <grhans@cable-lynx.net>
Subject: Re: Pietenpol-List: Wood fuse. vs. tube fuse.
<grhans@cable-lynx.net>
>
> Larry,
>
> In 1970 I built a Pietenpol with a wooden fuselage whch I'm still flying.
> Then,
> about five years later I built a steel tube fuselage based on the
Pietenpol
> plans. I increased the size of some members, particularly in the cockpit
> area.
>
> I'm not sure of the numbers anymore, but the weight of the basic frame
with-
> out fittings was approximately 35 lbs. By the time I added seat supports,
> fittings, fairing clips, front pit door structure, etc. it had increased
> noticeably. However, I believe it was still below the weight of the wooden
> fuselage. How
> much I cannot say.
>
> This airplane had steel tubing tail surfaces which were a bit heavier than
> the
> wooden ones. I sold the project and it was finished and became a good-
> flying Pietenpol with an A65, although its empty weight wound up at about
> 660 lbs.(solid, not routed, wing spars made it heavier). I would recommend
> that one should stick with the wooden tail surfaces even with a steel
> fuselage; they are about as light as it is possible to make them.
>
> Weight savings of 35 to 40 lbs. from using the steel tubing fuselage seem
> too
> high because we are talking about the frame only. While I didn't weigh it,
> my
> basic wood frame fuselage wasn't very heavy either. (Framing was spruce
and
> I used marine quality 1/8" ply for the sides together with 1/4" marine fir
> ply for the floor. Gussets were 1/8" aircraft birch ply.)
>
> Does anyone out there have the numbers for the basic wood frame?
>
> Graham Hansen (Pietenpol CF-AUN)
>
>
________________________________________________________________________________
| Subject: | Re: Wood fuse. vs. tube fuse. |
Alex,
Fifty-three pounds for the basic fuselage frame sounds reasonable.
Likely the extended fuselage wouldn't weigh much more than the
standard short one because the extra wood doesn't weigh much.
A friend here has a standard fuselage complete with turtledeck and
side fairing strips. Controls and fittings are removed. I'll see if we
can weigh it and give the group some more information.
Thanks for the info. I'll see if I can dig up the weights of various
Pietenpol components which I have around here somewhere.
Graham (Pietenpol CF-AUN in sunny Alberta, Canada)
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | Re: Wood fuse. vs. tube fuse. |
Graham
Whereabouts in Sunny Alberta do you live? I would like to see your Piet.
Les in Calgary
>
>Alex,
>
>Fifty-three pounds for the basic fuselage frame sounds reasonable.
>Likely the extended fuselage wouldn't weigh much more than the
>standard short one because the extra wood doesn't weigh much.
>
>A friend here has a standard fuselage complete with turtledeck and
>side fairing strips. Controls and fittings are removed. I'll see if we
>can weigh it and give the group some more information.
>
>Thanks for the info. I'll see if I can dig up the weights of various
>Pietenpol components which I have around here somewhere.
>
>Graham (Pietenpol CF-AUN in sunny Alberta, Canada)
>
>
________________________________________________________________________________
| From: | "John and Susan" <sjficklen(at)mchsi.com> |
HI Guys; I'm new to this group. I'm building a long fuselage, 3 piece wing,split
axle,Cont A75 powered Aircamper so ya,ll will here me whining from time to
time.I am about50-60% there. Need some ideas about a fuselage step to get my tired
ass in the seat. I'm in the Fla. panhandle
Cheers;
John Ficklen
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
| Subject: | Re: fuselage step |
New Pieter,
I installed a "step" to assist ingressing the pit. It is a 5/8 4130 tube
about 12" inside the fuse lieing on the ash member under the seat. A hole
drilled in the ply. Two holes drilled to accept bolting to ash. About 6
inches of pipe is exposed for the foot. Two washers are welded to position
the foot. A simpleminded man can devise a simple solution.
Don't forget those extra wing tanks and ping pong balls for distance and
floatation if you want to join out crusade in 04.
Corky in La triming the borders of his charts
________________________________________________________________________________
| From: | "Oscar Zuniga" <taildrags(at)hotmail.com> |
John asks about a step to help get into and out of the cockpit. There are
some pictures of Ernie Moreno's Piet on my website, at
http://www.flysquirrel.net/piets/piets.html and especially the photo at
http://www.flysquirrel.net/piets/engine01.jpg that show the little step that
Ernie's plane has. This one places all the load on the gear leg and not the
fuselage structure. I think Corky's plane also has a step of some sort (was
it a section of tube that pulls out, Corky?)
Oscar Zuniga
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
| Subject: | Re: cockpit steps |
It's a section of tube but it doesn't pull. Just sticks out for a good step
and some added drag.
Corky in La calculating drag, floatation and fuel consumptation above 12K.
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
| Subject: | Re: the Fisherman |
The crusaders will inquire about him as we go through in 04 and make a report
to the net.
Corky in La installing a shoulder harness in the front pit.
________________________________________________________________________________
| From: | "Brants" <tmbrant(at)uswest.net> |
"Tim Brant" ,
"Scott Ripley" ,
"Ron Becwar" , "Ron & Kim Becwar" ,
pietenpol-list(at)matronics.com, mtwirth(at)attbi.com,
"Mom and Dad Brant" ,
"Kevin P. Olson" , jmripley(at)genesiscc.org,
"Jill White" ,
"Jennifer S Ripley" ,
"Jamison Cockerham" ,
"Greg Cardinal" ,
"Dave Brant" , "Daniel Kallberg" ,
"Dan Brant" ,
"connie walker" ,
"...annette"
| Subject: | change of email address |
Everyone:
we have changed our email address to tmbrant(at)usfamily.net
please update your address books.
thanks,
Tom and Michelle
________________________________________________________________________________
| From: | "Jim Markle"<jim_markle(at)mindspring.com> |
| Subject: | well, some of his pages are still around..... |
the fisherman, that is....
http://www.angelfire.com/falcon/retired/pietpage5.html
I'm not saying you SHOULD access this particular web page, hey, enter at your
own risk!! :-)
Too bad Corky's Piet isn't here.....he and I could fly to Austin together
tomorrow (and Thursday) for the day (would that be fun, or what?) instead of
me having to RENT a plane.....arghhhh.....
Jim in Plano....
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | How many of you have instruments in the front hole? |
My winter project was going to be putting a compass( which I already have), airspeed
and altimeter in the front hole. But I'm torn both ways. Do the people
you take for rides get a kick out of , or really use, the instruments?
If the plane is used for your BFR, should you have these in? Do you HAVE to have
them in?
Either way I'll put in the compass.
Guess what I asking, is for the guys that have been flying the Piet for years,
Do you have them, or would you consider them completely useless.
thanks
walt
NX140DL
(north N.J.)
ps maybe best to put my money into ping-pong balls
________________________________________________________________________________
| From: | Michael D Cuy <Michael.D.Cuy(at)grc.nasa.gov> |
| Subject: | Re: How many of you have instruments in the |
front hole?
Walt---my CFI gives me a BFR with NO instruments in the front
cockpit. Even the F-18 pilot I took for a ride last September said it was
refreshing to just use the horizon and airplane for visual reference. When
I let people fly from the front (once leveled off in cruise) they are
having too much fun to care about instruments. (except the IFR
guys:) Personally I to have instruments in the front you are paying to
carry added weight for 95% of the time for nothing.
Mike C.
________________________________________________________________________________
| From: | "John McNarry" <jmcnarry(at)escape.ca> |
| Subject: | How many of you have instruments in the front hole? |
Been thinking about cockpit layout lately. I can read my tach and Airspeed
indicator easily form where I'm sitting, they are on the shelf about five
feet away. Why not mount the basic instruments at either side of the front
cockpit in small nacelle type blisters so they can be seen from both
cockpits. Then my bifocals wouldn't matter either;-)
John
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of walter
evans
Subject: Pietenpol-List: How many of you have instruments in the front
hole?
My winter project was going to be putting a compass( which I already have),
airspeed and altimeter in the front hole. But I'm torn both ways. Do the
people you take for rides get a kick out of , or really use, the
instruments?
If the plane is used for your BFR, should you have these in? Do you HAVE to
have them in?
Either way I'll put in the compass.
Guess what I asking, is for the guys that have been flying the Piet for
years, Do you have them, or would you consider them completely useless.
thanks
walt
NX140DL
(north N.J.)
ps maybe best to put my money into ping-pong balls
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
| Subject: | Re: well, some of his pages are still around..... |
Jim,
Why don't you hop a cassino bus to Shv $10, give me your eta, we'll go to
Lucien, check you out on 41CC, bring your Memphis, Houston, Dal-FtW and San
Ant sectionals and take a heading. Then you won't have to rent anything.
Can't beat a deal like that. Only available to Pieters.
Corky looking for some old National Geographic maps of the western hemi.
________________________________________________________________________________
| Subject: | Re: How many of you have instruments in the front hole? |
John,
Some old airplanes had instruments mounted in blisters, as you suggest. One
could place the blisters forward on the underside of the center section,
where they can be seen from both pits. Sure, they will add some drag---but
then a Pietenpol isn't exactly streamlined, either.
And some old aircraft (Fokker and Ford airplanes?) with three engines had
engine gauges mounted on the inboard side of the wing-mounted engine
nacelles. This shortened lines, etc. and simplified things.
My Piet has instruments in the rear panel only. For a time I had a vane type
ASI (similar to the one used on DH Moths) mounted on the left forward
jury strut for anyone flying from the front. It worked fine.
Graham Hansen (CF-AUN)
________________________________________________________________________________
| From: | "Michael Conkling" <hpvs(at)southwind.net> |
| Subject: | Re: How many of you have instruments in the front hole? |
Walt,
I seem to remember my instructor being able to cover up the airspeed &
altimeter with his hands in the Cub -- the A/S was left of center & the
altimeter was on the right side of the panel. Should be easier to fly by
sound in a Piet -- more wires whistling in the wind!!
Ernst Udet had a his instruments mounted in a windshield shaped panel
(outside of the cockpit) so he didn't need to look in the cockpit of his
1931 U-12 "Flamingo"!
Mike C.
Pretty Prairie, KS
----- Original Message -----
From: "walter evans" <wbeevans(at)worldnet.att.net>
Subject: Pietenpol-List: How many of you have instruments in the front hole?
>
> My winter project was going to be putting a compass( which I already
have), airspeed and altimeter in the front hole. But I'm torn both ways.
Do the people you take for rides get a kick out of , or really use, the
instruments?
> If the plane is used for your BFR, should you have these in? Do you HAVE
to have them in?
> Either way I'll put in the compass.
> Guess what I asking, is for the guys that have been flying the Piet for
years, Do you have them, or would you consider them completely useless.
> thanks
> walt
> NX140DL
> (north N.J.)
> ps maybe best to put my money into ping-pong balls
>
>
________________________________________________________________________________
| Subject: | Repost of Corona query |
Group,
A few years ago, 1999, I think, there was a Piet fly-in at Corona
sometime in April. Is there one on for this year? California Piet
enthusiasts are curious.
Thanx, Don Cooley
________________________________________________________________________________
| From: | "Ted Brousseau" <nfn00979(at)naples.net> |
| Subject: | Details, details |
I was wondering how those of you who put the about 1 inch wide curved
stiffener on the panels on top of the fuselage (did I describe that
correctly?) did it?
It looks from the pics that the stiffener is attached to the back of the
panel but it looks so perfectly round. I don't think I could get it that
nicely aligned while the glue dried without a hint as how it is done. Jigs?
Thanks, Ted
________________________________________________________________________________
| From: | "Jeffrey Wilcox" <craigwilcox(at)peoplepc.com> |
I still hear from him from time to time, mostly rambling on.
In his last msg to me, he stated he had bought a cheap MIG unit from Home
Depot, and was using it to weld up his steel parts. Don't know what he
plans to do about normalizing . . . .
His "airframe" is still sitting under the mango tree, getting ripe.
________________________________________________________________________________
| From: | "Alex Sloan" <alexms1(at)bellsouth.net> |
| Subject: | Re: How many of you have instruments in the front hole? |
Graham,
I am curious in asking why you removed the vane type "ASI".
Alex Sloan
----- Original Message -----
From: "Graham Hansen" <grhans@cable-lynx.net>
Subject: Re: Pietenpol-List: How many of you have instruments in the front
hole?
<grhans@cable-lynx.net>
>
> John,
>
> Some old airplanes had instruments mounted in blisters, as you suggest.
One
> could place the blisters forward on the underside of the center section,
> where they can be seen from both pits. Sure, they will add some drag---but
> then a Pietenpol isn't exactly streamlined, either.
>
> And some old aircraft (Fokker and Ford airplanes?) with three engines had
> engine gauges mounted on the inboard side of the wing-mounted engine
> nacelles. This shortened lines, etc. and simplified things.
>
> My Piet has instruments in the rear panel only. For a time I had a vane
type
> ASI (similar to the one used on DH Moths) mounted on the left forward
> jury strut for anyone flying from the front. It worked fine.
>
> Graham Hansen (CF-AUN)
>
>
________________________________________________________________________________
| From: | "John McNarry" <jmcnarry(at)escape.ca> |
| Subject: | How many of you have instruments in the front hole? |
Mike
Another idea might be to close in the front pit and zip up a tonneau cover
to your flying togs.
Would keep the wind right out and with the instruments outside behind their
own little windshield
you could tolerate flying in colder weather.
John
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Michael
Conkling
Subject: Re: Pietenpol-List: How many of you have instruments in the
front hole?
Walt,
I seem to remember my instructor being able to cover up the airspeed &
altimeter with his hands in the Cub -- the A/S was left of center & the
altimeter was on the right side of the panel. Should be easier to fly by
sound in a Piet -- more wires whistling in the wind!!
Ernst Udet had a his instruments mounted in a windshield shaped panel
(outside of the cockpit) so he didn't need to look in the cockpit of his
1931 U-12 "Flamingo"!
Mike C.
Pretty Prairie, KS
----- Original Message -----
From: "walter evans" <wbeevans(at)worldnet.att.net>
Subject: Pietenpol-List: How many of you have instruments in the front hole?
>
> My winter project was going to be putting a compass( which I already
have), airspeed and altimeter in the front hole. But I'm torn both ways.
Do the people you take for rides get a kick out of , or really use, the
instruments?
> If the plane is used for your BFR, should you have these in? Do you HAVE
to have them in?
> Either way I'll put in the compass.
> Guess what I asking, is for the guys that have been flying the Piet for
years, Do you have them, or would you consider them completely useless.
> thanks
> walt
> NX140DL
> (north N.J.)
> ps maybe best to put my money into ping-pong balls
>
>
________________________________________________________________________________
| From: | "Jack Phillips" <jackphillips(at)earthlink.net> |
| Subject: | Details, details |
Ted,
I made a set of bow frames of laminated spruce to support the panels and the
cockpit coaming. Very rigid, strong and light. I used 1/16" thick strips
of spruce 3/4" wideand laminated them to a total thickness of about 1/2"
with resorcinol while clamped in a jig. You can stand on them without
breaking them and they weigh a couple of ounces apiece.
Jack
I was wondering how those of you who put the about 1 inch wide curved
stiffener on the panels on top of the fuselage (did I describe that
correctly?) did it?
It looks from the pics that the stiffener is attached to the back of the
panel but it looks so perfectly round. I don't think I could get it that
nicely aligned while the glue dried without a hint as how it is done. Jigs?
Thanks, Ted
________________________________________________________________________________
| From: | "Oscar Zuniga" <taildrags(at)hotmail.com> |
| Subject: | front 'pit instruments |
I wondered about a few basic instruments up front myself, not from the
standpoint of giving passengers something to look at but more from the
standpoint of being able to take flying buddies up and check them out in the
plane. They could fly it from the front and do decently, but to get
realistic Piet PIC time you'd need to let them fly it from the main hole.
As the owner/check pilot, I could ride in front and still have the
essentials at hand. (After all, haven't J-3 flyers done it this way for
eons?)
The other item that I don't see duplicated in front 'pits is carb heat, and
the lack of that particular item is what sent William Wynne's Piet into the
hardpan. William was in the front 'pit with no access to the carb heat but
knowing it was needed, and the suspected carb ice/loss of power was what
brought on the stall/spin. It seems very simple to add dual carb heat just
like dual throttles.
So how much weight are we adding? An airspeed indicator, altimeter,
compass, slip/skid ball, and carb heat control. Couple of pounds, tops?
and pretty much right on the CG anyway. Hmmm... maybe I'll go play with the
online panel planner a little bit ;o) Which, BTW, I drew up the rear Piet
panel in CAD and am sending it to them to add to their library.
Oscar Zuniga
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| Subject: | Re: Details, details |
| From: | catdesigns(at)juno.com |
Ted,
Here is how I laminated my bows. I cut out 2 curved piece of inch plywood to
match the curve of the FRONT instrument panel. I glued these together to make
the form 1 inch wide. I then drilled 1 holes about 1 inch in from the curve face
spaced about 3 inches apart. Then I put clear packing tape along the top
of the curve. This is to keep the glue from sticking to the form. Next I cut
1/8th inch thick spruce strips soaked them in water and bent them around the
form. Then I clamped them in place using a sacrificial strip on top to keep the
clamps from damaging the bow. I let this dry over night. Then I put glue
on 3 of the 4 of the strips making sure not to get glue between the sacrificial
strip and the top strip. I then re-clamped all this to the form. You need
about 3 hands for all this as the whole thing gets quite slippery. Next day take
them of the forms sand to final dimensions. I cut my strips long and wide
then planed to final thickness and trimmed the ends to fit. I used the same
form for all the bows. I had to pull in the bow a little for the rear instrument
panel but it was not enough to throw off the curve.
Hope this helps
Chris
Sacramento, CA.
---------- "Ted Brousseau" writes:
From: "Ted Brousseau" <nfn00979(at)naples.net>
Subject: Pietenpol-List: Details, details
Date: Mon, 6 Jan 2003 22:46:05 -0500
I was wondering how those of you who put the about 1 inch wide curved
stiffener on the panels on top of the fuselage (did I describe that
correctly?) did it?
It looks from the pics that the stiffener is attached to the back of the
panel but it looks so perfectly round. I don't think I could get it that
nicely aligned while the glue dried without a hint as how it is done. Jigs?
Thanks, Ted
________________________________________________________________________________
| From: | "Jack Phillips" <jackphillips(at)earthlink.net> |
| Subject: | How many of you have instruments in the front hole? |
Hi Walt,
I've got some instrumentation in the front 'pit: an airspeed indicator, an
altimeter, a nonworking Turn & Bank (the ball works - that's all I was
interested in. I removed the heavy gyro and glued the needle centered), and
a compass. Mostly because I thought it looked better than a blank sheet of
plywood, but it does give back-ups to the rear instruments (who needs
instruments in a Piet anyway?). It also gives my wife something to look at,
and if I need her to hold a compass heading for a while, she can do it.
I like the idea of a carb heat control reachable from the front cockpit, but
it's too late for that on mine. It could be done with a throttle quadrant
like the old Champs used to have. I don't have brakes in the front cockpit
either, just in the rear.
Jack
My winter project was going to be putting a compass( which I already have),
airspeed and altimeter in the front hole. But I'm torn both ways. Do the
people you take for rides get a kick out of , or really use, the
instruments?
If the plane is used for your BFR, should you have these in? Do you HAVE to
have them in?
Either way I'll put in the compass.
Guess what I asking, is for the guys that have been flying the Piet for
years, Do you have them, or would you consider them completely useless.
thanks
walt
NX140DL
(north N.J.)
ps maybe best to put my money into ping-pong balls
________________________________________________________________________________
| From: | lshutks(at)webtv.net (Leon Stefan) |
Kirk: A while back Kerri Price was selling a vane type asi kit. It is
scaled down 50% of the old Pioneer asi you would have seen on
Travelairs, Waco's etc. Really cute. Perfect size for a Piet. I bought
one. I don't remember what I gave for it 4 years ago. Leon S.
________________________________________________________________________________
| Subject: | Re: How many of you have instruments in the fronthole? |
Kirk,
I made the vane type ASI using a DeHavilland unit from a Tiger Moth as
a pattern. I then put temporary marks along its scale(no numbers yet) and
went flying in the Pietenpol. I noted where the pointer was with reference
the ASI in the cockpit at different airspeeds and applied the numbers along
the scale with a felt marker. While somewhat crude, it worked very well.
Later, when I installed it on the Sperry, it agreed almost exactly with the
ASI on the instrument panel!
Possibly one could calibrate the device by holding it out from a car window
while driving on a windless day, but I never tried this method.
Oh yes, I forgot to mention that I tried several sizes of vane in order to
get
full (or nearly so) travel of the pointer over the scale. This is easier
than try-
ing different springs.
Graham (CF-AUN)
________________________________________________________________________________
| From: | "Ted Brousseau" <nfn00979(at)naples.net> |
| Subject: | Re: Details, details |
Thanks Jack and Chris. I was fixated on trying to build them in place.
Building them on a jig and then gluing them on the panels is obviously the
way to go. Thanks for the detailed instructions.
This group is GREAT!!
Ted
Expecting to freeze tonight in South Florida. Definitely a time to be
building and not flying a Piet.
----- Original Message -----
From: <catdesigns(at)juno.com>
Subject: Re:Pietenpol-List: Details, details
>
> Ted,
>
> Here is how I laminated my bows. I cut out 2 curved piece of inch
plywood to match the curve of the FRONT instrument panel. I glued these
together to make the form 1 inch wide. I then drilled 1 holes about 1 inch
in from the curve face spaced about 3 inches apart. Then I put clear
packing tape along the top of the curve. This is to keep the glue from
sticking to the form. Next I cut 1/8th inch thick spruce strips soaked them
in water and bent them around the form. Then I clamped them in place using
a sacrificial strip on top to keep the clamps from damaging the bow. I let
this dry over night. Then I put glue on 3 of the 4 of the strips making
sure not to get glue between the sacrificial strip and the top strip. I
then re-clamped all this to the form. You need about 3 hands for all this
as the whole thing gets quite slippery. Next day take them of the forms
sand to final dimensions. I cut my strips long and wide then planed to
final thickness and trimmed the ends!
> to fit. I used the same form for all the bows. I had to pull in the bow
a little for the rear instrument panel but it was not enough to throw off
the curve.
>
> Hope this helps
>
> Chris
> Sacramento, CA.
>
>
> ---------- "Ted Brousseau" writes:
>
> From: "Ted Brousseau" <nfn00979(at)naples.net>
> To:
> Subject: Pietenpol-List: Details, details
> Date: Mon, 6 Jan 2003 22:46:05 -0500
>
>
> I was wondering how those of you who put the about 1 inch wide curved
> stiffener on the panels on top of the fuselage (did I describe that
> correctly?) did it?
>
> It looks from the pics that the stiffener is attached to the back of the
> panel but it looks so perfectly round. I don't think I could get it that
> nicely aligned while the glue dried without a hint as how it is done.
Jigs?
>
> Thanks, Ted
>
>
________________________________________________________________________________
| From: | John_Duprey(at)vmed.org |
01/09/2003 08:27:45 AM
All you continental guys (Mike C., Walt , etc...) how many of you guys
overhauled your own engine? How difficult was it? I have a friend who says
it is not bad and is willing to sign off my work to make it a legal
certified engine. But although I have done some engine work on my antique
truck, I am not a pro, and I don't wish to bite off more than I can chew.
Thanks for any input.
John Duprey
In Wintery Massachusetts
________________________________________________________________________________
| From: | Mary & Paul Winkworth <winkster(at)eagle.ca> |
| Subject: | Re: gn-1 /piet for sale |
Hi everyone. I live in Canada and have my piet for sale. I would say it
is 60% completed.The equipment that goes with it is too numerous to
mention here,but I will gladly put it together for all interested
buyers. It includes 2 corvair engines-a second gn-1 for parts - spare
spruce and the list goes on. I am asking $4000.00 CDN. CHECK THE
CONVERSION TO US$.
You can e-mail me at winkster(at)eagle.ca for more info.
regards Paul.
________________________________________________________________________________
| From: | Michael D Cuy <Michael.D.Cuy(at)grc.nasa.gov> |
| Subject: | Re: Continental 65 |
John D. I overhauled my Cont. 65 with an updated Cont. 65 Overhaul manual
and had never done an engine overhaul before sans a few Briggs & Stratton
pistons and rings and helping with a few top-overhauls of some cyls. from
our old Champ. I basically used a micrometer to measure all my old parts to
see what was out of tolerance (the book tells you the specs for each part)
and the obvious parts that were junk I threw out and bought new. (Fresno
Air Parts...first page of Trade-A-Plane.) I sent my cyls, rockers,
connecting rods, crankshaft, cam, tappet bodies, mag gears, crank and cam
gear, etc. to http://www.aea-precision.com/ Aircraft Engine & Accessory in
Dallas, TX. They measured, magnafluxed, machined, and sent back. The
crank needed to be built up in the seal area, nitrided, and turned
undersize. The cyls. needed to be bored oversize a bit, the cam was junk,
one mag gear was junk, etc. Once I knew what sizes I had I could then
order the appropriate over or undersized parts from Fresno. You might
want to have a mechanic familiar with 65's to over-see your process. For
instance, I couldn't tell if I needed new oil pump gears or not. I took
them to my local IA and he ran his fingernail across the oil pump gear
shafts and felt grooves. "replace them with new." I did. There are many
variables like if you have chromed cyls, nitrided ones, or plain
steel. You'll get 20 different opinions on all this too....which is best
or worst. My guy said---don't screw with it. Make it a 65 and it will
give you long life. So far, so good. 250 hours. My oil burn is almost
non-existent. Plain steel cyls., Cont. rings and pistons---all
new. Burn mineral oil for break in. One thing that is not in the
book. When you seal the engine case halves, my IA said to smear the
Titeseal on the mating face but then run a sewing thread around the entire
perimeter inside the bolt holes. Leak free engine case. I purchased a
major overhaul gasket set.....which is pretty reasonable. I went with a
new thrust seal, new tach seal, etc. Anyway.....it can be done with the
right machine shop, updated Cont. manual, and torque wrenches that cover
the range of needed values. Magneto and carb overhauls are another issue,
but for the basic engine itself, it's not a complex piece of
machinery. You'll learn alot and it will be very satisfying.
Mike C.
________________________________________________________________________________
| From: | Ken Rickards <krickards(at)cvci.com> |
| Subject: | Re: gn-1 /piet for sale |
Where are you located in Canada, I'm in Stoney Creek Ontario
Ken
-----Original Message-----
From: Mary & Paul Winkworth [mailto:winkster(at)eagle.ca]
Subject: Pietenpol-List: Re: gn-1 /piet for sale
Hi everyone. I live in Canada and have my piet for sale. I would say it
is 60% completed.The equipment that goes with it is too numerous to
mention here,but I will gladly put it together for all interested
buyers. It includes 2 corvair engines-a second gn-1 for parts - spare
spruce and the list goes on. I am asking $4000.00 CDN. CHECK THE
CONVERSION TO US$.
You can e-mail me at winkster(at)eagle.ca for more info.
regards Paul.
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | Re: Continental 65 |
John,
I read Mike Cuy's response, and it's good advice. Only difference with mine
is that I got lucky and got an engine that was rumored to have only 800
hours on it since overhaul. so I took a chance and luckily my AP gave it a
visual and confirmed it ( after teardown) He felt the side play on the rod
bearings and advised not to split the case, so I didn't. All else was in
spec, except one valve shank.
So it wound up costing me the price of a manual ( a must)
rings
gasket set
some different length pushrods
and my own labor
Not to mention a second teardown to redo the valves. Only laped them in but
they didn't seal right. But that was only my own free labor.
The pushrods above were for a spec on the engine that apparently is
overlooked by many. I had never heard of the concept till my AP filled me
in. This is a must if you redo the valves.
Here it is,,,the hydraulic lifter has a certain working range, and you must
run in that range or the engine will be "weak"
The spec is in the manual, and you correct each one that isn't right by
replacing that pushrod. You can get different lengths from Fresno parts.
My advice on doing it yourself is that if you have the interest to do it,
it's not a hard engine to do. But like anything else, if you don't really
have it in you, then let someone else do it.
walt evans
----- Original Message -----
From: <John_Duprey(at)vmed.org>
Subject: Pietenpol-List: Continental 65
>
>
> All you continental guys (Mike C., Walt , etc...) how many of you guys
> overhauled your own engine? How difficult was it? I have a friend who says
> it is not bad and is willing to sign off my work to make it a legal
> certified engine. But although I have done some engine work on my antique
> truck, I am not a pro, and I don't wish to bite off more than I can chew.
>
> Thanks for any input.
> John Duprey
> In Wintery Massachusetts
>
>
________________________________________________________________________________
| From: | John_Duprey(at)vmed.org |
| Subject: | Re: Continental 65 |
01/09/2003 03:27:44 PM
Thanks Mike and Walt good advice, I will get a manaul and dig in...
John
"walter evans" (at)matronics.com on 01/09/2003
03:01:35 PM
Please respond to pietenpol-list(at)matronics.com
Sent by: owner-pietenpol-list-server(at)matronics.com
cc:
Subject: Re: Pietenpol-List: Continental 65
John,
I read Mike Cuy's response, and it's good advice. Only difference with
mine
is that I got lucky and got an engine that was rumored to have only 800
hours on it since overhaul. so I took a chance and luckily my AP gave it a
visual and confirmed it ( after teardown) He felt the side play on the rod
bearings and advised not to split the case, so I didn't. All else was in
spec, except one valve shank.
So it wound up costing me the price of a manual ( a must)
rings
gasket set
some different length pushrods
and my own labor
Not to mention a second teardown to redo the valves. Only laped them in
but
they didn't seal right. But that was only my own free labor.
The pushrods above were for a spec on the engine that apparently is
overlooked by many. I had never heard of the concept till my AP filled me
in. This is a must if you redo the valves.
Here it is,,,the hydraulic lifter has a certain working range, and you must
run in that range or the engine will be "weak"
The spec is in the manual, and you correct each one that isn't right by
replacing that pushrod. You can get different lengths from Fresno parts.
My advice on doing it yourself is that if you have the interest to do it,
it's not a hard engine to do. But like anything else, if you don't really
have it in you, then let someone else do it.
walt evans
----- Original Message -----
From: <John_Duprey(at)vmed.org>
Subject: Pietenpol-List: Continental 65
>
>
> All you continental guys (Mike C., Walt , etc...) how many of you guys
> overhauled your own engine? How difficult was it? I have a friend who
says
> it is not bad and is willing to sign off my work to make it a legal
> certified engine. But although I have done some engine work on my antique
> truck, I am not a pro, and I don't wish to bite off more than I can chew.
>
> Thanks for any input.
> John Duprey
> In Wintery Massachusetts
>
>
________________________________________________________________________________
| From: | rhartwig11(at)juno.com |
The following prop is a wee bit too large for a Pietenpol, but I would
like to know what it was on originally. Can anyone identify what it may
have been on?
It is a wooden Fahlin prop, approximately 8 1/4 feet long.
Stamped near hub:
Fahlin d-400
No. 3558 H.P. 100
R.P.M. 1400
ATC-135
I don't remember if it was left or right turning.
Dick H
________________________________________________________________________________
| From: | "Jack Phillips" <jackphillips(at)earthlink.net> |
Hi John,
I overhauled my Continental A-65 this summer, under the watchful eye of the
local FBO. It was not difficult at all. I watched the video that Mattituck
put out on overhauling an O-200 (which is very similar to the A-65) and
learned a lot from that. If you have the manuals and watch the video you
shouldn't have much trouble.
On mine, nearly everything was new (new camshaft, cam followers, cylinders,
pistons, intake tubes). The only original parts were the crankcase,
connecting rods, rocker arms, valve lifters, gears, pushrods and crankshaft.
All of those I had overhauled and inspected at Triad Aviation in Burlington,
NC, except for the valve lifters, which I inspected myself per the overhaul
manual. I also overhauled the carburetor myself, per the manual.
Do NOT buy your hardware from Fresno Airparts (opening page of
Trade-a-Plane). I bought the cylinder base nuts from them and I think they
are bogus hardware. Several of the nuts smeared before I put the full
torque on them, so now I am in the process of re-torquing my cylinders with
known good hardware.
I have not run the engine yet, but it turns over very smoothly and I have
full confidence in it. Better yet, I know everything that is in it, and
have a much better idea about what is going on inside the engine than I
would if I had just paid somebody to do it.
Go for it.
Jack
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of
John_Duprey(at)vmed.org
Subject: Pietenpol-List: Continental 65
All you continental guys (Mike C., Walt , etc...) how many of you guys
overhauled your own engine? How difficult was it? I have a friend who says
it is not bad and is willing to sign off my work to make it a legal
certified engine. But although I have done some engine work on my antique
truck, I am not a pro, and I don't wish to bite off more than I can chew.
Thanks for any input.
John Duprey
In Wintery Massachusetts
________________________________________________________________________________
| Subject: | Re: Continental 65 |
John,
The A-65 is a really easy engine to overhaul. Before tearing it down let me
tell you about a couple things that will help. There are a couple of
shoulder bolts that are really tight holding the case together, I have used a
large C-clamp to get them started followed by a drift to get them out. Be
Extra careful, not to ruin these or you will have to buy a complete set.
Also there is bolt sorta hidden behind one of the rear lower mounts don't
forget it. Once you get this far do not pry the case use a rubber mallet and
carefully work it apart. Also when removing the cylinders do not allow the
rods to drop against the case, it will leave a nice ding mark. Reuse all of
your parts that are serviceable, don't leave flying time on the shelf, just
because of a little wear. Hopefully you will have a standard shaft within
limits, or one that will grind to . 010 , if not delay grinding to .020 as
the cost of bearings is much higher. In fact you can probably find a new
shaft ground .010 cheaper than the cost of going .020 hope this helps you
out. I am on my third A-65.
Dan
________________________________________________________________________________
| Subject: | Re: Continental 65 |
Some good advise on the Continental overhaul from Mike, Walt, and like
Gene said it is a silk thread. The thread doesn't come in the gasket kit, so
I'll check the local sewing store...I wonder what they'll think when I tell
'em what I'm using it for.
I'm deep in the overhaul process now. I have a Continental A75 engine,
and I've learned the major difference is that the A75 has holes drilled in
the rods in a location so when it is at the bottom of the stroke, it squirts
a shot of oil up under the adjacent piston, for extra cooling. This allows
for a higher R.P.M. and thus more power, accomplished with less pitch on the
prop. The A65 is rated at 2300 R.P.M., and the A75 is rated at 2600 R.P.M.
When I mic the crank, I recorded my readings on like a spread sheet. I
checked four locations on each journel, and eight locations on the front main
journel. On each journel I checked the forward portion, aft portion, and
perpindicular to each of these locations. This allows you to spot a tapered
worn journel, and an oval worn journel. I found that I have a crank that is
in standard spec. My cam was good too. I checked the valve lift before I
disassembled the engine, and they were all within .001 to .002 of each other,
and the bearing journel was in spec.
The two areas where I've gotta spend lots of money, is the ignition
system, and the cylinders. My cylinders were worn past the limits, so I sent
them off to Aircraft Cylinders of America, in Tulsa OK, for chrome. This is
the only type work they do. Bore, chrome, then regrind the chrome back to
original specs, to use std. pistons. It's an approved process, and they give
a yellow tag with the cylinders (FAA airworthy part). The advantages are I
can salvage the cylinders, chrome doesn't rust from prolonged storage, and
it's hard enough to outlast 3 or 4 sets of rings. The first four I sent to
them had rust pits in two of the cylinders, that were too deep for the
process to be acceptable. I sent four more cylinders, found two more good
ones, and now they have two done, two to go. They use Brown Aviation to do
the head / valve work, so that's where my cylinders are going next. I
haven't got them back yet, so I don't know the total bill, but it should be
less than $1000. That's a lot less than $800 ea. for new ones.
I bought the Slick Mag Kit #4334, which includes two mags with impulse
couplings, gears, shielded ignition leads, and Autolite shielded plugs.
Slick offers $150 rebate for your old mags, no matter the make...then they
crush 'em !! Sheds a whole new lite on eliminating the competition ! With
the rebate, it was just over $1000.
Chuck Gantzer
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Continental 65 |
Did you check the cam for the REQUIRED 0.001 lobe taper from side to side?
It is necessary to make the lifters rotate.
Cy Galley - Bellanca Champion Club
Newsletter Editor & EAA TC
www.bellanca-championclub.com
We support Aeroncas
----- Original Message -----
From: <Rcaprd(at)aol.com>
Subject: Re: Pietenpol-List: Continental 65
>
> Some good advise on the Continental overhaul from Mike, Walt, and like
> Gene said it is a silk thread. The thread doesn't come in the gasket kit,
so
> I'll check the local sewing store...I wonder what they'll think when I
tell
> 'em what I'm using it for.
> I'm deep in the overhaul process now. I have a Continental A75
engine,
> and I've learned the major difference is that the A75 has holes drilled in
> the rods in a location so when it is at the bottom of the stroke, it
squirts
> a shot of oil up under the adjacent piston, for extra cooling. This
allows
> for a higher R.P.M. and thus more power, accomplished with less pitch on
the
> prop. The A65 is rated at 2300 R.P.M., and the A75 is rated at 2600
R.P.M.
> When I mic the crank, I recorded my readings on like a spread sheet.
I
> checked four locations on each journel, and eight locations on the front
main
> journel. On each journel I checked the forward portion, aft portion, and
> perpindicular to each of these locations. This allows you to spot a
tapered
> worn journel, and an oval worn journel. I found that I have a crank that
is
> in standard spec. My cam was good too. I checked the valve lift before I
> disassembled the engine, and they were all within .001 to .002 of each
other,
> and the bearing journel was in spec.
> The two areas where I've gotta spend lots of money, is the ignition
> system, and the cylinders. My cylinders were worn past the limits, so I
sent
> them off to Aircraft Cylinders of America, in Tulsa OK, for chrome. This
is
> the only type work they do. Bore, chrome, then regrind the chrome back to
> original specs, to use std. pistons. It's an approved process, and they
give
> a yellow tag with the cylinders (FAA airworthy part). The advantages are
I
> can salvage the cylinders, chrome doesn't rust from prolonged storage, and
> it's hard enough to outlast 3 or 4 sets of rings. The first four I sent
to
> them had rust pits in two of the cylinders, that were too deep for the
> process to be acceptable. I sent four more cylinders, found two more good
> ones, and now they have two done, two to go. They use Brown Aviation to
do
> the head / valve work, so that's where my cylinders are going next. I
> haven't got them back yet, so I don't know the total bill, but it should
be
> less than $1000. That's a lot less than $800 ea. for new ones.
> I bought the Slick Mag Kit #4334, which includes two mags with impulse
> couplings, gears, shielded ignition leads, and Autolite shielded plugs.
> Slick offers $150 rebate for your old mags, no matter the make...then they
> crush 'em !! Sheds a whole new lite on eliminating the competition !
With
> the rebate, it was just over $1000.
>
> Chuck Gantzer
>
>
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
| Subject: | Re: Continental 65 |
Chuck,
Would you mind giving me an address/ phone on the Slick Mag package you spoke
of. Thanks
Corky in La
The fun is in the building, most any jughead can fly em
________________________________________________________________________________
| Subject: | Re: Continental 65 |
In a message dated 1/10/03 8:03:17 AM Central Standard Time, cgalley(at)qcbc.org
writes:
<< Did you check the cam for the REQUIRED 0.001 lobe taper from side to side?
It is necessary to make the lifters rotate. >>
No, I did not. I'll check it today. There were two lifters that were not
rotating, as shown by the slight line worn across the bottom of the lifter.
One had a bit of corrosion, or a burr in the bore of the lifter hole, and
that's what I determined was the cause. I planned on cleaning up the lifter
bore, with some fine emory cloth, and just swap 'em out for two others I have
from another engine.
Cy, what can I do if I do not have that .001 taper ?
Chuck Gantzer
________________________________________________________________________________
| Subject: | Re: Continental 65 |
In a message dated 1/10/03 10:32:48 AM Central Standard Time,
Isablcorky(at)aol.com writes:
<< Would you mind giving me an address/ phone on the Slick Mag package you
spoke
of. >>
I bought the Slick Mag Kit #K4334-40 at :
Airparts Company Inc.
1991 Airport Road
P.O. Box 12370
Wichita, KS 67277
(800) 333-4221
email - airparts-wi(at)juno.com
Terry A. Gardner - Branch Manager
They are a Unison dealer & Continental Dealer
Unison Industries is the distributor for Slick Mags.
Their number is 1-815-965-4700 They only sell through their dealers,
and could let ya know the nearst one to you. The guy I got alot of info
from that works there is Adam Moler, his desk is 1-904-739-4068
Chuck Gantzer - pulled the ol' Model A off the airframe a couple of days ago,
when it was 70 !! I had almost 27 hrs flight time on it, with only two
deadstick landings ! (47 hrs tt) Finishing up the engine mount & 6 gal
fiberglass fuel tank, in the nose. Prop & cowling is next.
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | Re: Continental 65 |
I am curious as to how much some of these A65 continental overhauls have cost
I am just getting started on a Piet project and am trying to figure what
the engine
is going to cost to get it right. I assume that the guys who have done these
overhauls recently can give the rest of a idea of the cost.
Chuck and the rest of you: one thing about the hard chrome cylinders you should
know. Hard Chrome is porous and provides NO additional corrosion protection.
The fact is in some circumstances it is worse for corrosion resistance. So
keep your
cylinders oiled and if you are storing in a humid climate (relative
humidity over 50%
average) then take special fogging precautions over the winter. For those
of us who
live in a arid climate we don't generally have this problem.
Les form sunny dry Alberta
>
>Did you check the cam for the REQUIRED 0.001 lobe taper from side to side?
>It is necessary to make the lifters rotate.
>
>Cy Galley - Bellanca Champion Club
>Newsletter Editor & EAA TC
>www.bellanca-championclub.com
>We support Aeroncas
>
>----- Original Message -----
>From: <Rcaprd(at)aol.com>
>To:
>Subject: Re: Pietenpol-List: Continental 65
>
>
> >
> > Some good advise on the Continental overhaul from Mike, Walt, and like
> > Gene said it is a silk thread. The thread doesn't come in the gasket kit,
>so
> > I'll check the local sewing store...I wonder what they'll think when I
>tell
> > 'em what I'm using it for.
> > I'm deep in the overhaul process now. I have a Continental A75
>engine,
> > and I've learned the major difference is that the A75 has holes drilled in
> > the rods in a location so when it is at the bottom of the stroke, it
>squirts
> > a shot of oil up under the adjacent piston, for extra cooling. This
>allows
> > for a higher R.P.M. and thus more power, accomplished with less pitch on
>the
> > prop. The A65 is rated at 2300 R.P.M., and the A75 is rated at 2600
>R.P.M.
> > When I mic the crank, I recorded my readings on like a spread sheet.
>I
> > checked four locations on each journel, and eight locations on the front
>main
> > journel. On each journel I checked the forward portion, aft portion, and
> > perpindicular to each of these locations. This allows you to spot a
>tapered
> > worn journel, and an oval worn journel. I found that I have a crank that
>is
> > in standard spec. My cam was good too. I checked the valve lift before I
> > disassembled the engine, and they were all within .001 to .002 of each
>other,
> > and the bearing journel was in spec.
> > The two areas where I've gotta spend lots of money, is the ignition
> > system, and the cylinders. My cylinders were worn past the limits, so I
>sent
> > them off to Aircraft Cylinders of America, in Tulsa OK, for chrome. This
>is
> > the only type work they do. Bore, chrome, then regrind the chrome back to
> > original specs, to use std. pistons. It's an approved process, and they
>give
> > a yellow tag with the cylinders (FAA airworthy part). The advantages are
>I
> > can salvage the cylinders, chrome doesn't rust from prolonged storage, and
> > it's hard enough to outlast 3 or 4 sets of rings. The first four I sent
>to
> > them had rust pits in two of the cylinders, that were too deep for the
> > process to be acceptable. I sent four more cylinders, found two more good
> > ones, and now they have two done, two to go. They use Brown Aviation to
>do
> > the head / valve work, so that's where my cylinders are going next. I
> > haven't got them back yet, so I don't know the total bill, but it should
>be
> > less than $1000. That's a lot less than $800 ea. for new ones.
> > I bought the Slick Mag Kit #4334, which includes two mags with impulse
> > couplings, gears, shielded ignition leads, and Autolite shielded plugs.
> > Slick offers $150 rebate for your old mags, no matter the make...then they
> > crush 'em !! Sheds a whole new lite on eliminating the competition !
>With
> > the rebate, it was just over $1000.
> >
> > Chuck Gantzer
> >
> >
>
>
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | Re: Continental 65 |
If the cam doesn't have the required taper on the lobes the only solution I
know of is to regrind the cam or replace it. You might try temporarily
reassembling the crankcase after you clean the lifter bores and drop the
lifters in the holes and turn the cam shaft over by hand and see if the
lifters all rotate like they are supposed to. You would have to have the
lifters pointing up to get enough drag on the cam to have them rotate and
lube them with a very light oil like ATF so there is not to much drag in
the lifter bore.
If I understand correctly you are removing the model A engine. How much do
you want for it complete with the accesories?
Thx
Les
>
>In a message dated 1/10/03 10:32:48 AM Central Standard Time,
>Isablcorky(at)aol.com writes:
>
><< Would you mind giving me an address/ phone on the Slick Mag package you
>spoke
> of. >>
>
>I bought the Slick Mag Kit #K4334-40 at :
>Airparts Company Inc.
>1991 Airport Road
>P.O. Box 12370
>Wichita, KS 67277
>(800) 333-4221
>email - airparts-wi(at)juno.com
>Terry A. Gardner - Branch Manager
>They are a Unison dealer & Continental Dealer
>
>Unison Industries is the distributor for Slick Mags.
>Their number is 1-815-965-4700 They only sell through their dealers,
>and could let ya know the nearst one to you. The guy I got alot of info
>from that works there is Adam Moler, his desk is 1-904-739-4068
>
>Chuck Gantzer - pulled the ol' Model A off the airframe a couple of days ago,
>when it was 70 !! I had almost 27 hrs flight time on it, with only two
>deadstick landings ! (47 hrs tt) Finishing up the engine mount & 6 gal
>fiberglass fuel tank, in the nose. Prop & cowling is next.
>
>
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
I would get the cam reground and also have the lifters reground. Do this
before you size your pushrods as the reground cam will normally increase the
deflated lifter clearance and you might wind up needing a few longer
pushrods. Also, swapping pushrods from one place to another might correct
clearance issues as it is hard to tell the difference between pushrods by
eye. Aircraft Specialties in Tulsa does the cam/lifter regrinding. This
regrinding is really inportant because the lifter to cam contact is the only
place besides the rings that you have hard metal to hard metal contact. Any
metal that wears off here will be in your oil, eventually recirculating
through and embedding itself into the main or rod bearing soft metal. They
then will act as little lathe ctuting bits that will turn down your crank
until it is no good no more.
Chris
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of
Rcaprd(at)aol.com
Subject: Re: Pietenpol-List: Continental 65
In a message dated 1/10/03 8:03:17 AM Central Standard Time,
cgalley(at)qcbc.org
writes:
<< Did you check the cam for the REQUIRED 0.001 lobe taper from side to
side?
It is necessary to make the lifters rotate. >>
No, I did not. I'll check it today. There were two lifters that were not
rotating, as shown by the slight line worn across the bottom of the lifter.
One had a bit of corrosion, or a burr in the bore of the lifter hole, and
that's what I determined was the cause. I planned on cleaning up the lifter
bore, with some fine emory cloth, and just swap 'em out for two others I
have
from another engine.
Cy, what can I do if I do not have that .001 taper ?
Chuck Gantzer
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
If he has the grooves on the lifter surface, he has proof enough that they
are not rotating.
Chris Bobka
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Les
Schubert
Subject: Re: Pietenpol-List: Continental 65
If the cam doesn't have the required taper on the lobes the only solution I
know of is to regrind the cam or replace it. You might try temporarily
reassembling the crankcase after you clean the lifter bores and drop the
lifters in the holes and turn the cam shaft over by hand and see if the
lifters all rotate like they are supposed to. You would have to have the
lifters pointing up to get enough drag on the cam to have them rotate and
lube them with a very light oil like ATF so there is not to much drag in
the lifter bore.
If I understand correctly you are removing the model A engine. How much do
you want for it complete with the accesories?
Thx
Les
>
>In a message dated 1/10/03 10:32:48 AM Central Standard Time,
>Isablcorky(at)aol.com writes:
>
><< Would you mind giving me an address/ phone on the Slick Mag package you
>spoke
> of. >>
>
>I bought the Slick Mag Kit #K4334-40 at :
>Airparts Company Inc.
>1991 Airport Road
>P.O. Box 12370
>Wichita, KS 67277
>(800) 333-4221
>email - airparts-wi(at)juno.com
>Terry A. Gardner - Branch Manager
>They are a Unison dealer & Continental Dealer
>
>Unison Industries is the distributor for Slick Mags.
>Their number is 1-815-965-4700 They only sell through their dealers,
>and could let ya know the nearst one to you. The guy I got alot of info
>from that works there is Adam Moler, his desk is 1-904-739-4068
>
>Chuck Gantzer - pulled the ol' Model A off the airframe a couple of days
ago,
>when it was 70 !! I had almost 27 hrs flight time on it, with only two
>deadstick landings ! (47 hrs tt) Finishing up the engine mount & 6 gal
>fiberglass fuel tank, in the nose. Prop & cowling is next.
>
>
________________________________________________________________________________
| From: | "Oscar Zuniga" <taildrags(at)hotmail.com> |
| Subject: | Alamo City Corvair College update |
Hello, folks;
For those who are planning to attend the College next weekend, Jan. 18, I've
posted detailed directions and info on area motels, at
http://www.experimental-aviation.com/Corvair/AlamoDirections.html so you can
print the page out and get hopelessly lost ;o)
Tomorrow, Jan. 11, the attendees at the EAA Chapter 35 monthly meeting will
get a little intro to the Corvair conversion, call it "Corvair 101", where
I'll have William's manual available and my engine all laid out in pieces
for examination and will give the evening program on a broad overview of the
conversion process. Any and all are welcome... 5:30 PM at the Chapter
clubhouse at San Geronimo Airpark...
Oscar Zuniga
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
The new MSN 8: smart spam protection and 2 months FREE*
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Continental 65 |
There must be a slight crown on the lifter body face as well. Since it
isn't a certified engine, just a slight honing with a stone can produce the
desired taper. However the A-series manual says that the lobs can be lightly
stoned. The C-series manual says to replace the cam shaft. It also states
that the taper is necessary to rotate the lifters. If they don't then a
line is worn into the face of the lifter. They can be salvaged by make
casting an shaped hose block out of epoxy and micro-balloons and using valve
grinding compound to reshape the lifter face. The fact that it is tapered is
on page 60 of my c-series manual but the engines and many of the parts like
the cam are the same for the A-series. They also have to work the same.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
Always looking for articles for the Experimenter
----- Original Message -----
From: <Rcaprd(at)aol.com>
Subject: Re: Pietenpol-List: Continental 65
>
> In a message dated 1/10/03 8:03:17 AM Central Standard Time,
cgalley(at)qcbc.org
> writes:
>
> << Did you check the cam for the REQUIRED 0.001 lobe taper from side to
side?
> It is necessary to make the lifters rotate. >>
>
> No, I did not. I'll check it today. There were two lifters that were not
> rotating, as shown by the slight line worn across the bottom of the
lifter.
> One had a bit of corrosion, or a burr in the bore of the lifter hole, and
> that's what I determined was the cause. I planned on cleaning up the
lifter
> bore, with some fine emory cloth, and just swap 'em out for two others I
have
> from another engine.
> Cy, what can I do if I do not have that .001 taper ?
>
> Chuck Gantzer
>
>
________________________________________________________________________________
Hello, Group!
I'd like to consider wicker seats in my Piet, but cannot find anyone
who makes them. Does anyone know of anyone that does this sort of work?
Thanks for your help. Don Cooley
________________________________________________________________________________
| From: | Richard Schreiber <schreib(at)netnitco.net> |
Received my plans set from Don Pietenpol as a Christmas present from my
wife, and have placed my first wood order with Aircraft Spruce. I plan
on starting with the wing ribs. I have one question about the extra
diagonal brace at the rear of the outboard ribs. The plans show this
extra brace crossing the existing brace. Is this brace in two pieces
above and below the last diagonal brace? If so does it get plywood
gussets for strength.
Thanks,
Rick
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | Re: Rib Diagonal |
Rick,
Yes, the brace is in two pieces, and after setting both (top and bottom) ,
all gusseted including the cross, it's as if the one goes through the other.
Least thats how I did mine.
walt
----- Original Message -----
From: "Richard Schreiber" <schreib(at)netnitco.net>
Subject: Pietenpol-List: Rib Diagonal
>
> Received my plans set from Don Pietenpol as a Christmas present from my
> wife, and have placed my first wood order with Aircraft Spruce. I plan
> on starting with the wing ribs. I have one question about the extra
> diagonal brace at the rear of the outboard ribs. The plans show this
> extra brace crossing the existing brace. Is this brace in two pieces
> above and below the last diagonal brace? If so does it get plywood
> gussets for strength.
>
> Thanks,
>
> Rick
>
>
________________________________________________________________________________
| From: | "Jack Phillips" <jackphillips(at)earthlink.net> |
Hi Les,
I'm sure it could have been done cheaper, but my costs were as follows:
Basic Engine (rebuildable Core)
$1,500
Millenium Cylinders (original cylinders were worn beyond the limits)
$3,350
(New cylinders come with new pistons, rings, valves, valve seats, rocker
shafts and piston pins)
Overhauled crankcase
$575
Overhauled crankshaft, connecting rods, rocker arms, oil pump
$975
(crank was reground .010 undersize and magnafluxed)
New camshaft, cam followers
$750
New Slick Magnetos, after rebate
$835
Total
$7,985
A boatload of money, but then I have essentially a brand new engine to show
for it. I expect to get at least 1800 hours out of this engine. The
Millenium cylinders are better than the originals in a number of ways, such
as improved heat rejection (better fin design), choked bore, better steel,
etc. I weighed all the reciprocating parts before assembly and mixed and
matched them to make the weights as even as possible between the cylinders
and found that the Millenium pistons all weighed within 0.5 grams of each
other. The Continental pistons were within about 2 grams each.
I considered having the old cylinders re-worked, but they were made in 1945
and I have no logs on the engine, so I have no idea how many hours they had
on them. They were not in real bad shape, but they were worn to the point
that any honing would take them past the limits. I decided that I would
rather bite the bullet and buy new cylinders rather than put a lot of money
into 58 year old parts.
Jack
-----Original Message-----
I am curious as to how much some of these A65 continental overhauls have
cost
I am just getting started on a Piet project and am trying to figure what
the engine
is going to cost to get it right. I assume that the guys who have done these
overhauls recently can give the rest of a idea of the cost.
Chuck and the rest of you: one thing about the hard chrome cylinders you
should
know. Hard Chrome is porous and provides NO additional corrosion protection.
The fact is in some circumstances it is worse for corrosion resistance. So
keep your
cylinders oiled and if you are storing in a humid climate (relative
humidity over 50%
average) then take special fogging precautions over the winter. For those
of us who
live in a arid climate we don't generally have this problem.
Les form sunny dry Alberta
________________________________________________________________________________
| From: | TomTravis(at)aol.com |
| Subject: | Vertical stabilizer |
Has anyone offset their vertical stabilizer or are you just aligning it with
the certerline of the fuselage?
Thanks,
Tom Travis
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | Re: Vertical stabilizer |
Tom,
I built mine right in the center (long fuselage with A-65), and in my few
hours flown so far (3.5), seems to fly beautifully hands off without any bad
roll or yaw.
walt evans
----- Original Message -----
From: <TomTravis(at)aol.com>
Subject: Pietenpol-List: Vertical stabilizer
>
> Has anyone offset their vertical stabilizer or are you just aligning it
with
> the certerline of the fuselage?
>
> Thanks,
>
> Tom Travis
>
>
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
Jack
I appreciate the candid response. It agrees with the numbers I had been by some
people but those were just off the cuff numbers. Yours at least are real.
Again thank you for the info.
Les
>
>
>Hi Les,
>
>I'm sure it could have been done cheaper, but my costs were as follows:
>
>Basic Engine (rebuildable
>Core)
>$1,500
>Millenium Cylinders (original cylinders were worn beyond the limits)
>$3,350
> (New cylinders come with new pistons, rings, valves, valve seats,
> rocker
>shafts and piston pins)
>Overhauled
>crankcase
>$575
>Overhauled crankshaft, connecting rods, rocker arms, oil
>pump $975
> (crank was reground .010 undersize and magnafluxed)
>New camshaft, cam
>followers
>$750
>New Slick Magnetos, after
>rebate
>$835
>
>Total
>$7,985
>
>A boatload of money, but then I have essentially a brand new engine to show
>for it. I expect to get at least 1800 hours out of this engine. The
>Millenium cylinders are better than the originals in a number of ways, such
>as improved heat rejection (better fin design), choked bore, better steel,
>etc. I weighed all the reciprocating parts before assembly and mixed and
>matched them to make the weights as even as possible between the cylinders
>and found that the Millenium pistons all weighed within 0.5 grams of each
>other. The Continental pistons were within about 2 grams each.
>
>I considered having the old cylinders re-worked, but they were made in 1945
>and I have no logs on the engine, so I have no idea how many hours they had
>on them. They were not in real bad shape, but they were worn to the point
>that any honing would take them past the limits. I decided that I would
>rather bite the bullet and buy new cylinders rather than put a lot of money
>into 58 year old parts.
>
>Jack
>
>
> -----Original Message-----
>
>I am curious as to how much some of these A65 continental overhauls have
>cost
>I am just getting started on a Piet project and am trying to figure what
>the engine
>is going to cost to get it right. I assume that the guys who have done these
>overhauls recently can give the rest of a idea of the cost.
>Chuck and the rest of you: one thing about the hard chrome cylinders you
>should
>know. Hard Chrome is porous and provides NO additional corrosion protection.
>The fact is in some circumstances it is worse for corrosion resistance. So
>keep your
>cylinders oiled and if you are storing in a humid climate (relative
>humidity over 50%
>average) then take special fogging precautions over the winter. For those
>of us who
>live in a arid climate we don't generally have this problem.
>Les form sunny dry Alberta
>
>
________________________________________________________________________________
| Subject: | Re: Wicker seats |
| From: | "D.Dale Johnson" <dd5john(at)juno.com> |
Hi Don
I made wicker back rest in our Pete.
Got the book & material from the Woodworker's Supply.
It was fun and looks good.
Give it a try.
Dale.
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
| Subject: | Phase I Completed. |
Pieters,
about a fridgid digit, he was one. They are forcasting snow flurries here
tonight. I think he was up there looking for some. Ole 41CC now has logged
25:06 minutes of trouble free time.
Tomorrow we are changing props from a metal McCaully 71 48 to a Flotrop wood
74 50. Does anyone have a torque figure for tightening prop bolts on wooden
props? We think the climb and cruise will improve on the A-65.
Corky in La with the heat ON
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
| Subject: | Phase I Completed. |
Corky,
Try poking around at
http://www.sensenichprop.com/sen_html/aircraft_cet/install/installation.html
The theory is there.
How is Isabelle?
Chris
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of
Isablcorky(at)aol.com
Subject: Pietenpol-List: Phase I Completed.
Pieters,
Talk
about a fridgid digit, he was one. They are forcasting snow flurries here
tonight. I think he was up there looking for some. Ole 41CC now has logged
25:06 minutes of trouble free time.
Tomorrow we are changing props from a metal McCaully 71 48 to a Flotrop wood
74 50. Does anyone have a torque figure for tightening prop bolts on wooden
props? We think the climb and cruise will improve on the A-65.
Corky in La with the heat ON
________________________________________________________________________________
| From: | TomTravis(at)aol.com |
| Subject: | Re: Phase I Completed. |
Corky,
Congratulations on the 25 hours! Hope you stay warm over there in SHV.
Tom
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Phase I Completed. |
Go to the Sensenich prop site
http://www.sensenichprop.com/sen_html/aircraft_cet/install/installation.html
For full instructions. Note that if your use a torque wrench the specs are
in INCH/pounds and depends on the bolt diameter.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
Always looking for articles for the Experimenter
----- Original Message -----
From: <Isablcorky(at)aol.com>
Subject: Pietenpol-List: Phase I Completed.
>
> Pieters,
Talk
> about a fridgid digit, he was one. They are forcasting snow flurries here
> tonight. I think he was up there looking for some. Ole 41CC now has logged
> 25:06 minutes of trouble free time.
> Tomorrow we are changing props from a metal McCaully 71 48 to a Flotrop
wood
> 74 50. Does anyone have a torque figure for tightening prop bolts on
wooden
> props? We think the climb and cruise will improve on the A-65.
> Corky in La with the heat ON
>
>
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | Re: Phase I Completed. |
Corky,
Great!!!
Guess we're both going to get to phase II in the spring of '03. Just that
your spring is about 3 months ahead of our spring.
Sport Pilot AND spring is just around the corner.
Corky,,,All the best to you and yours.
walt evans
sitting here looking at the short red line.
That only comes up to 18 deg F on mister thermometer, with 5 inches of
residual snow in the area.
but I did visit my Piet, and it's still as snug as a bug.
----- Original Message -----
From: <Isablcorky(at)aol.com>
Subject: Pietenpol-List: Phase I Completed.
>
> Pieters,
Talk
> about a fridgid digit, he was one. They are forcasting snow flurries here
> tonight. I think he was up there looking for some. Ole 41CC now has logged
> 25:06 minutes of trouble free time.
> Tomorrow we are changing props from a metal McCaully 71 48 to a Flotrop
wood
> 74 50. Does anyone have a torque figure for tightening prop bolts on
wooden
> props? We think the climb and cruise will improve on the A-65.
> Corky in La with the heat ON
>
>
________________________________________________________________________________
| From: | "Alex Sloan" <alexms1(at)bellsouth.net> |
| Subject: | Re: Phase I Completed. |
Corky,
I use 14-16 ft. lbs. on my Aymar-Demuth as per their directions.
Just be sure to not crush it. Track and shim with paper shims as necessary.
My bolts are 3/8"
Alex Sloan
----- Original Message -----
From: <Isablcorky(at)aol.com>
Subject: Pietenpol-List: Phase I Completed.
>
> Pieters,
Talk
> about a fridgid digit, he was one. They are forcasting snow flurries here
> tonight. I think he was up there looking for some. Ole 41CC now has logged
> 25:06 minutes of trouble free time.
> Tomorrow we are changing props from a metal McCaully 71 48 to a Flotrop
wood
> 74 50. Does anyone have a torque figure for tightening prop bolts on
wooden
> props? We think the climb and cruise will improve on the A-65.
> Corky in La with the heat ON
>
>
________________________________________________________________________________
| From: | "John Dilatush" <dilatush(at)amigo.net> |
| Subject: | Re: Vertical stabilizer |
----- Original Message -----
From: <TomTravis(at)aol.com>
Subject: Pietenpol-List: Vertical stabilizer
++++++++++++++++++++++++
Tom,
I offset the leading edge of my vertical fin 1" to the left. This combined
with a down and right thrust of the engine of about 1" worked out just
right.
Going to see Herb this next monday or tue of next week.
John
+++++++++++++++++++++++++
>
> Has anyone offset their vertical stabilizer or are you just aligning it
with
> the certerline of the fuselage?
>
> Thanks,
>
> Tom Travis
>
>
________________________________________________________________________________
| From: | "rod wooller" <rodwooller(at)hotmail.com> |
Group,
I am nearly ready to join the two fuselage sides together and note that the
plans call for two floor cross-braces of white ash where the landing gear
locates. ( I will be using the cub style gear ).
I can't find a supplier of white ash locally and was wondering if there are
alternatives that can be used successfully. ( I can get oak and native
hardwoods).
Thanks,
Rod Wooller
Chidlow
Australia
The new MSN 8: smart spam protection and 2 months FREE*
________________________________________________________________________________
| From: | "Jack Phillips" <jackphillips(at)earthlink.net> |
Rod,
There are a couple of good reasons to use Ash, if you can get it. It is
hard and dense, similar to Oak, but it doesn't split nearly as readily as
Oak. It has remarkable shock absorbing qualities (hence its use in making
baseball bats and axe handles) and it doesn't splinter (which is why it is
used in making parallel bars for gymnastics). Ash grows only in the
northern hemisphere, but the European, North American and Japanese varieties
are interchangeable for lumber purposes. You might be able to find Japanese
Ash locally. The only other wood with similar shock absorbtion capabilities
is American Hickory (which is used for cheap axe handles here), but it is
much more prone to splitting and cracking than ash.
This information all came from a book I bought years ago from the
Smithsonian Institute called "What Wood is That?" What local hardwoods are
used for axe handles? They would probably work.
The Ash cross member is probably more crucial in the solid axle "Jenny"
style landing gear, and could probably be safely substitued with other
hardwoods in the Cub style gear, as long as the steel strap under the belly
is included.
Good luck,
Jack
-----Original Message-----
Group,
I am nearly ready to join the two fuselage sides together and note that the
plans call for two floor cross-braces of white ash where the landing gear
locates. ( I will be using the cub style gear ).
I can't find a supplier of white ash locally and was wondering if there are
alternatives that can be used successfully. ( I can get oak and native
hardwoods).
Thanks,
Rod Wooller
Chidlow
Australia
________________________________________________________________________________
| From: | "Gene Rambo" <rambog(at)erols.com> |
Just to throw in an observation, please note that the solid axle "Jenny"
style gear does NOT have the ash pieces across the floorboard. If you put
it in, you'll be sorry and have to modify your gear fittings substantially,
like I have. I have found a source for ash in the northeast, a place that
makes boat oars, but can't find the address this moment on my cluttered
desk. I'll post it when I find it.
Gene Rambo
----- Original Message -----
From: Jack Phillips <jackphillips(at)earthlink.net>
Subject: RE: Pietenpol-List: White Ash
>
> Rod,
>
> There are a couple of good reasons to use Ash, if you can get it. It is
> hard and dense, similar to Oak, but it doesn't split nearly as readily as
> Oak. It has remarkable shock absorbing qualities (hence its use in making
> baseball bats and axe handles) and it doesn't splinter (which is why it is
> used in making parallel bars for gymnastics). Ash grows only in the
> northern hemisphere, but the European, North American and Japanese
varieties
> are interchangeable for lumber purposes. You might be able to find
Japanese
> Ash locally. The only other wood with similar shock absorbtion
capabilities
> is American Hickory (which is used for cheap axe handles here), but it is
> much more prone to splitting and cracking than ash.
>
> This information all came from a book I bought years ago from the
> Smithsonian Institute called "What Wood is That?" What local hardwoods
are
> used for axe handles? They would probably work.
>
> The Ash cross member is probably more crucial in the solid axle "Jenny"
> style landing gear, and could probably be safely substitued with other
> hardwoods in the Cub style gear, as long as the steel strap under the
belly
> is included.
>
> Good luck,
>
> Jack
>
> -----Original Message-----
>
>
>
> Group,
>
> I am nearly ready to join the two fuselage sides together and note that
the
> plans call for two floor cross-braces of white ash where the landing gear
> locates. ( I will be using the cub style gear ).
>
> I can't find a supplier of white ash locally and was wondering if there
are
> alternatives that can be used successfully. ( I can get oak and native
> hardwoods).
>
> Thanks,
>
> Rod Wooller
> Chidlow
> Australia
>
>
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
Rod,
I got all my ash and plywood here. They have lots of wood that I never
heard of. Got my ash out of their "scrap bargain bin".
Maurice L Condon Co
(914) 946-4111 250 Ferris Ave
White Plains, NY
Did a search on Yahoo yellow pages to find them.
walt
----- Original Message -----
From: "rod wooller" <rodwooller(at)hotmail.com>
Subject: Pietenpol-List: White Ash
>
>
> Group,
>
> I am nearly ready to join the two fuselage sides together and note that
the
> plans call for two floor cross-braces of white ash where the landing gear
> locates. ( I will be using the cub style gear ).
>
> I can't find a supplier of white ash locally and was wondering if there
are
> alternatives that can be used successfully. ( I can get oak and native
> hardwoods).
>
> Thanks,
>
> Rod Wooller
> Chidlow
> Australia
>
>
> The new MSN 8: smart spam protection and 2 months FREE*
>
>
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
Gene,
Have never looked inside a fixed gear Piet. What holds the strut wing
loading across the bottom of the fuse? Just the ply?
walt
----- Original Message -----
From: "Gene Rambo" <rambog(at)erols.com>
Subject: Re: Pietenpol-List: White Ash
>
> Just to throw in an observation, please note that the solid axle "Jenny"
> style gear does NOT have the ash pieces across the floorboard. If you put
> it in, you'll be sorry and have to modify your gear fittings
substantially,
> like I have. I have found a source for ash in the northeast, a place that
> makes boat oars, but can't find the address this moment on my cluttered
> desk. I'll post it when I find it.
>
> Gene Rambo
>
>
> ----- Original Message -----
> From: Jack Phillips <jackphillips(at)earthlink.net>
> To:
> Subject: RE: Pietenpol-List: White Ash
>
>
>
> >
> > Rod,
> >
> > There are a couple of good reasons to use Ash, if you can get it. It is
> > hard and dense, similar to Oak, but it doesn't split nearly as readily
as
> > Oak. It has remarkable shock absorbing qualities (hence its use in
making
> > baseball bats and axe handles) and it doesn't splinter (which is why it
is
> > used in making parallel bars for gymnastics). Ash grows only in the
> > northern hemisphere, but the European, North American and Japanese
> varieties
> > are interchangeable for lumber purposes. You might be able to find
> Japanese
> > Ash locally. The only other wood with similar shock absorbtion
> capabilities
> > is American Hickory (which is used for cheap axe handles here), but it
is
> > much more prone to splitting and cracking than ash.
> >
> > This information all came from a book I bought years ago from the
> > Smithsonian Institute called "What Wood is That?" What local hardwoods
> are
> > used for axe handles? They would probably work.
> >
> > The Ash cross member is probably more crucial in the solid axle "Jenny"
> > style landing gear, and could probably be safely substitued with other
> > hardwoods in the Cub style gear, as long as the steel strap under the
> belly
> > is included.
> >
> > Good luck,
> >
> > Jack
> >
> > -----Original Message-----
> >
>
> >
> >
> > Group,
> >
> > I am nearly ready to join the two fuselage sides together and note that
> the
> > plans call for two floor cross-braces of white ash where the landing
gear
> > locates. ( I will be using the cub style gear ).
> >
> > I can't find a supplier of white ash locally and was wondering if there
> are
> > alternatives that can be used successfully. ( I can get oak and native
> > hardwoods).
> >
> > Thanks,
> >
> > Rod Wooller
> > Chidlow
> > Australia
> >
> >
>
>
________________________________________________________________________________
| From: | <fawsr(at)yahoo.com> |
| Subject: | Re: Pietenpol-List Digest: 13 Msgs - 01/10/03 |
Well, Ive been watching this list for about a month
now anticipating building a shop this spring and
starting a Piet. I was in San Antonio this weekend for
my son's USAF graduation and was shocked to learn that
the Corvair College was going on there just a few
miles from me. Wish I had paid a little more
attention. Back home in NE Arkansas now. Hopefully
I'll get started on something later this spring and
get to know 'most' of ya'll a little better. :-)
Frank
________________________________________________________________________________
| From: | del magsam <farmerdel(at)rocketmail.com> |
Rod
White oak is similar to ash. I used it on mine.
del
--- rod wooller wrote:
>
>
>
> Group,
>
> I am nearly ready to join the two fuselage sides
> together and note that the
> plans call for two floor cross-braces of white ash
> where the landing gear
> locates. ( I will be using the cub style gear ).
>
> I can't find a supplier of white ash locally and was
> wondering if there are
> alternatives that can be used successfully. ( I can
> get oak and native
> hardwoods).
>
> Thanks,
>
> Rod Wooller
> Chidlow
> Australia
>
>
> The new MSN 8: smart spam protection and 2 months
> FREE*
>
>
>
> Contributions
> any other
> Forums.
>
> latest messages.
> List members.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Pietenpol-List.htm
>
Digests:http://www.matronics.com/digest/pietenpol-list
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
=====
Del-New Richmond, Wi
"farmerdel(at)rocketmail.com"
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | does anyone really test their Piet at full gross? |
All through my building process, I just figured that I'd be putting a "dummy" passenger
in the front seat that weighs in at 180# or so, and putting the plane
thru some big "G's" in steep turns or whatever, trying to break something (wearing
a chute).
Does anyone really do this? Or do we count on the design to be good in spite
of our mistakes?
What has everyone REALLY done.
I'd like to put my mind at ease, not having to do that stuff.
walt
NX140DL
(north N.J.)
________________________________________________________________________________
| From: | "Gene Rambo" <rambog(at)erols.com> |
I'd have to look, but I think the steel strap across the bottom of the
fuselage holds the strut loads (or reinforces it, rather)
Gene Rambo
----- Original Message -----
From: walter evans <wbeevans(at)worldnet.att.net>
Subject: Re: Pietenpol-List: White Ash
>
> Gene,
> Have never looked inside a fixed gear Piet. What holds the strut wing
> loading across the bottom of the fuse? Just the ply?
> walt
>
> ----- Original Message -----
> From: "Gene Rambo" <rambog(at)erols.com>
> To:
> Subject: Re: Pietenpol-List: White Ash
>
>
> >
> > Just to throw in an observation, please note that the solid axle "Jenny"
> > style gear does NOT have the ash pieces across the floorboard. If you
put
> > it in, you'll be sorry and have to modify your gear fittings
> substantially,
> > like I have. I have found a source for ash in the northeast, a place
that
> > makes boat oars, but can't find the address this moment on my cluttered
> > desk. I'll post it when I find it.
> >
> > Gene Rambo
> >
> >
> > ----- Original Message -----
> > From: Jack Phillips <jackphillips(at)earthlink.net>
> > To:
> > Subject: RE: Pietenpol-List: White Ash
> >
> >
> >
> > >
> > > Rod,
> > >
> > > There are a couple of good reasons to use Ash, if you can get it. It
is
> > > hard and dense, similar to Oak, but it doesn't split nearly as readily
> as
> > > Oak. It has remarkable shock absorbing qualities (hence its use in
> making
> > > baseball bats and axe handles) and it doesn't splinter (which is why
it
> is
> > > used in making parallel bars for gymnastics). Ash grows only in the
> > > northern hemisphere, but the European, North American and Japanese
> > varieties
> > > are interchangeable for lumber purposes. You might be able to find
> > Japanese
> > > Ash locally. The only other wood with similar shock absorbtion
> > capabilities
> > > is American Hickory (which is used for cheap axe handles here), but it
> is
> > > much more prone to splitting and cracking than ash.
> > >
> > > This information all came from a book I bought years ago from the
> > > Smithsonian Institute called "What Wood is That?" What local
hardwoods
> > are
> > > used for axe handles? They would probably work.
> > >
> > > The Ash cross member is probably more crucial in the solid axle
"Jenny"
> > > style landing gear, and could probably be safely substitued with other
> > > hardwoods in the Cub style gear, as long as the steel strap under the
> > belly
> > > is included.
> > >
> > > Good luck,
> > >
> > > Jack
> > >
> > > -----Original Message-----
> > >
> >
> > >
> > >
> > > Group,
> > >
> > > I am nearly ready to join the two fuselage sides together and note
that
> > the
> > > plans call for two floor cross-braces of white ash where the landing
> gear
> > > locates. ( I will be using the cub style gear ).
> > >
> > > I can't find a supplier of white ash locally and was wondering if
there
> > are
> > > alternatives that can be used successfully. ( I can get oak and native
> > > hardwoods).
> > >
> > > Thanks,
> > >
> > > Rod Wooller
> > > Chidlow
> > > Australia
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Jack Phillips" <jackphillips(at)earthlink.net> |
I built the Jenny style gear, and have the ash crossmembers, but I modified
the gear and lift strut fittings to accommodate them. The ash members are
in the original F&GM plans, but they have to be cut to allow Pietenpols gear
fittings to be used.
Jack
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Gene Rambo
Subject: Re: Pietenpol-List: White Ash
Just to throw in an observation, please note that the solid axle "Jenny"
style gear does NOT have the ash pieces across the floorboard. If you put
it in, you'll be sorry and have to modify your gear fittings substantially,
like I have. I have found a source for ash in the northeast, a place that
makes boat oars, but can't find the address this moment on my cluttered
desk. I'll post it when I find it.
Gene Rambo
----- Original Message -----
From: Jack Phillips <jackphillips(at)earthlink.net>
Subject: RE: Pietenpol-List: White Ash
>
> Rod,
>
> There are a couple of good reasons to use Ash, if you can get it. It is
> hard and dense, similar to Oak, but it doesn't split nearly as readily as
> Oak. It has remarkable shock absorbing qualities (hence its use in making
> baseball bats and axe handles) and it doesn't splinter (which is why it is
> used in making parallel bars for gymnastics). Ash grows only in the
> northern hemisphere, but the European, North American and Japanese
varieties
> are interchangeable for lumber purposes. You might be able to find
Japanese
> Ash locally. The only other wood with similar shock absorbtion
capabilities
> is American Hickory (which is used for cheap axe handles here), but it is
> much more prone to splitting and cracking than ash.
>
> This information all came from a book I bought years ago from the
> Smithsonian Institute called "What Wood is That?" What local hardwoods
are
> used for axe handles? They would probably work.
>
> The Ash cross member is probably more crucial in the solid axle "Jenny"
> style landing gear, and could probably be safely substitued with other
> hardwoods in the Cub style gear, as long as the steel strap under the
belly
> is included.
>
> Good luck,
>
> Jack
>
> -----Original Message-----
>
>
>
> Group,
>
> I am nearly ready to join the two fuselage sides together and note that
the
> plans call for two floor cross-braces of white ash where the landing gear
> locates. ( I will be using the cub style gear ).
>
> I can't find a supplier of white ash locally and was wondering if there
are
> alternatives that can be used successfully. ( I can get oak and native
> hardwoods).
>
> Thanks,
>
> Rod Wooller
> Chidlow
> Australia
>
>
________________________________________________________________________________
| From: | TomTravis(at)aol.com |
I guess I missed something when I read the plans. I'm planning to use the
Jenny-style gear and have already put in the ash cross members. What do I
need to do to make it work?
Tom Travis
________________________________________________________________________________
| Subject: | Re: Wood fuse. vs. tube fuse. (Weights) |
Alex and Group,
Today we weighed the wooden Pietenpol fuselage using an old
bathroom scale and it seems to be about 70 pounds complete
with turtle deck, fairings, seats, instrument panels and firewall.
Spruce and birch plywood was used (except for the seat bottoms
which were mahogany plywood). Ash crosspieces at the landing
gear/ lift strut attachment locations are in place. This fuselage faith-
fully follows the 1933 short fuselage plans and is varnished. The
workmanship is good.
One of these days I'll calculate the weight of a steel tube fuselage
using weight per foot figures for the different tubing sizes. Then I'll
estimate the weight of seat supports and stuff like that to come up
with a comparable figure for the steel fuselage.
So figure on about 70 pounds for the wood in a typical Piet fuselage
ready for metal fittings, etc. and you will be reasonably close.
Graham Hansen
( In Camrose, Alberta, Canada---where it is COLD today.)
________________________________________________________________________________
| From: | "Alex Sloan" <alexms1(at)bellsouth.net> |
| Subject: | Re: Wood fuse. vs. tube fuse. (Weights) |
Graham,
Thanks. I will weigh mine when I get that far along for comparison.
Alex
----- Original Message -----
From: "Graham Hansen" <grhans@cable-lynx.net>
Subject: Re: Pietenpol-List: Wood fuse. vs. tube fuse. (Weights)
<grhans@cable-lynx.net>
>
> Alex and Group,
>
> Today we weighed the wooden Pietenpol fuselage using an old
> bathroom scale and it seems to be about 70 pounds complete
> with turtle deck, fairings, seats, instrument panels and firewall.
>
> Spruce and birch plywood was used (except for the seat bottoms
> which were mahogany plywood). Ash crosspieces at the landing
> gear/ lift strut attachment locations are in place. This fuselage faith-
> fully follows the 1933 short fuselage plans and is varnished. The
> workmanship is good.
>
> One of these days I'll calculate the weight of a steel tube fuselage
> using weight per foot figures for the different tubing sizes. Then I'll
> estimate the weight of seat supports and stuff like that to come up
> with a comparable figure for the steel fuselage.
>
> So figure on about 70 pounds for the wood in a typical Piet fuselage
> ready for metal fittings, etc. and you will be reasonably close.
>
> Graham Hansen
> ( In Camrose, Alberta, Canada---where it is COLD today.)
>
>
________________________________________________________________________________
| Subject: | Re: does anyone really test their Piet at full gross? |
In a message dated 1/12/03 3:23:08 PM Central Standard Time,
wbeevans(at)worldnet.att.net writes:
<< All through my building process, I just figured that I'd be putting a
"dummy" passenger in the front seat that weighs in at 180# or so, and putting
the plane thru some big "G's" in steep turns or whatever, trying to break
something (wearing a chute).
Does anyone really do this? Or do we count on the design to be good in
spite of our mistakes?
What has everyone REALLY done.
I'd like to put my mind at ease, not having to do that stuff.
walt
NX140DL
(north N.J.) >>
Walt,
I haven't got to that point in my test phase yet. I have been very cautious
proceeding through the flight test period in small increments, and will
continue to treat each and every flight as a 'test flight', even after the 40
hrs is flown off. I plan on borrowing some lead ballast ingots when I get to
that point.
Chuck Gantzer
________________________________________________________________________________
| Subject: | Re: Wood fuse. vs. tube fuse. (Weights) |
I second this weighing. I did the same a while back and was right
around 70lbs (minus the instrument panels and firewall), but with the
extended fuselage.
Kirk
>
>Alex and Group,
>
>Today we weighed the wooden Pietenpol fuselage using an old
>bathroom scale and it seems to be about 70 pounds complete
>with turtle deck, fairings, seats, instrument panels and firewall.
>
>Spruce and birch plywood was used (except for the seat bottoms
>which were mahogany plywood). Ash crosspieces at the landing
>gear/ lift strut attachment locations are in place. This fuselage faith-
>fully follows the 1933 short fuselage plans and is varnished. The
>workmanship is good.
>
>One of these days I'll calculate the weight of a steel tube fuselage
>using weight per foot figures for the different tubing sizes. Then I'll
>estimate the weight of seat supports and stuff like that to come up
>with a comparable figure for the steel fuselage.
>
>So figure on about 70 pounds for the wood in a typical Piet fuselage
>ready for metal fittings, etc. and you will be reasonably close.
>
>Graham Hansen
>( In Camrose, Alberta, Canada---where it is COLD today.)
>
>
________________________________________________________________________________
| Subject: | Re: Continental 65 |
Some one wrote
"Chuck and the rest of you: one thing about the hard chrome cylinders you
should
know. Hard Chrome is porous and provides NO additional corrosion protection."
I believe this incorrect because of my experience engine parts. Once I
bought a project that had been left out in the rain and weather, four
cylinders had been removed, two were chromed, two were not. The plain steel
cylinders were junk, the chromed cylinder were rust free in the bore, the
only rust was on the outside, and on the unprotected flange. Just thought I
might pass this along, so you guys with chrome would not worry to much.
Dan
________________________________________________________________________________
| From: | catdesigns(at)juno.com |
I have seen Oak used in place of the White Ash on several planes. Check with a
local wood working club or supplier and see if they know of a local wood that
compares to ash. You don't need to use ash, you just need something with similar
properties to ash. I know I saw a recent airplane magazine that had an article
on substituting wood (I think it was Custom Planes magazine. Any one else
see this?).
Chris
Sacramento, CA
---------- "rod wooller" writes:
From: "rod wooller" <rodwooller(at)hotmail.com>
Subject: Pietenpol-List: White Ash
Date: Sun, 12 Jan 2003 14:35:06 +0800
Group,
I am nearly ready to join the two fuselage sides together and note that the
plans call for two floor cross-braces of white ash where the landing gear
locates. ( I will be using the cub style gear ).
I can't find a supplier of white ash locally and was wondering if there are
alternatives that can be used successfully. ( I can get oak and native
hardwoods).
Thanks,
Rod Wooller
Chidlow
Australia
The new MSN 8: smart spam protection and 2 months FREE*
________________________________________________________________________________
| From: | "Oscar Zuniga" <taildrags(at)hotmail.com> |
| Subject: | flight testing at gross |
Walt;
I have never test-flown a homebuilt. However, Marvin Barnard, the designer
and builder of the prototype M-19 "Flying Squirrel", tested his airplane to
the full limits of its design gross using sandbag ballast and other weights
properly secured. During the flight test phase he moved (and secured) the
weights around to simulate loading at the forward and aft limits of C.G.,
approaching each limit carefully and noting changes in flight
characteristics.
Call it personal preference, but in my mind I would like to know how my
airplane handles in all areas of its flight envelope and I intend to do
that. Doing that under controlled conditions, during flight test ops, is
the best time, because more than likely the day will come that you will have
your plane at a fly-in and somebody rich and famous like Paul Poberezny will
take a shine to your plane and ask for a flight. You'll do a quick mental
check and determine that with the fuel onboard, you'll be near or at gross
and you sure don't want to turn down Mr. Poberezny so you'll want to know
that the plane is a little different on the controls at full gross, or
whatever the case... rather than find out in uh-oh mode that it's heavy on
elevator in the flare, or whatever the case. You'll want to make a squeaker
landing with Paul in that front 'pit, too.
I'd say go for it with the dummy ballast. It might keep your "ash" out of a
crack sometime ;o)
Oscar Zuniga
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
Try http://www.grizzlyoutlet.com/ go to Wood Products and then to
Wood (Lumber) then click on Ash -
Grizzly used to have lots of lumber, but they seem to be getting away
from that and only have one size now.
Ash - 3' Long, Thickness & Width: 8/4(1-13/16") x 4"
Kirk
>
>I have seen Oak used in place of the White Ash on several planes.
>Check with a local wood working club or supplier and see if they
>know of a local wood that compares to ash. You don't need to use
>ash, you just need something with similar properties to ash. I know
>I saw a recent airplane magazine that had an article on substituting
>wood (I think it was Custom Planes magazine. Any one else see
>this?).
>
>Chris
>Sacramento, CA
>
>
>---------- "rod wooller" writes:
>
>From: "rod wooller" <rodwooller(at)hotmail.com>
>To: pietenpol-list(at)matronics.com
>Subject: Pietenpol-List: White Ash
>Date: Sun, 12 Jan 2003 14:35:06 +0800
>
>
>Group,
>
>I am nearly ready to join the two fuselage sides together and note that the
>plans call for two floor cross-braces of white ash where the landing gear
>locates. ( I will be using the cub style gear ).
>
>I can't find a supplier of white ash locally and was wondering if there are
>alternatives that can be used successfully. ( I can get oak and native
>hardwoods).
>
>Thanks,
>
>Rod Wooller
>Chidlow
>Australia
>
>
>The new MSN 8: smart spam protection and 2 months FREE*
>
>
________________________________________________________________________________
| Subject: | Latex Paint UV Test |
Well, I finally connected with my friend and did some testing of the
UV protection of latex paint. I won't go into details yet as I want
to get the data into a format that I can share easily, but a simple
answer is that latex paints (at least the ones I tested) are very
good at blocking light in the UV and visible wavelengths.
I will give specifics soon to the list. As a teaser, color of paint
doesn't seem to matter, one brushed layer provides fairly substantial
protection, white may be a better than black in UV protection...
Kirk
--
Kirk Huizenga and Bryan Eastep's Aircamper and Corvair Project
http://www.mykitplane.com/Planes/photoGalleryList.cfm?Menu=PhotoGallery
________________________________________________________________________________
| From: | Jim Malley <jgmalley(at)comcast.net> |
| Subject: | Re: does anyone really test their Piet at full gross? |
After about 25 hours, I strapped in a 60lb bag of sand and repeated many of
my flight routines; I then did the same with 2 bags and later with 3 (lots
of rope). It was interesting to note the increased takeoff runs, slower
climb, better balance and extended landings. While there were no great
surprises, the exercise does instill confidence. Jim Malley
----- Original Message -----
From: "walter evans" <wbeevans(at)worldnet.att.net>
Subject: Pietenpol-List: does anyone really test their Piet at full gross?
>
> All through my building process, I just figured that I'd be putting a
"dummy" passenger in the front seat that weighs in at 180# or so, and
putting the plane thru some big "G's" in steep turns or whatever, trying to
break something (wearing a chute).
> Does anyone really do this? Or do we count on the design to be good in
spite of our mistakes?
> What has everyone REALLY done.
> I'd like to put my mind at ease, not having to do that stuff.
> walt
> NX140DL
> (north N.J.)
>
>
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | Re: Continental 65 |
Dan
That was your experience and that is great. I just don't want someone
to expect it. I have seen some very bad pitting on hard chrome surfaces
that were left out in the weather, much deeper than on the none chromed
surfaces. I am not trying to scare any one just don't think that hard
chrome is like bumper chrome. It is not.
Les
>
>Some one wrote
>
>"Chuck and the rest of you: one thing about the hard chrome cylinders you
>should
>know. Hard Chrome is porous and provides NO additional corrosion protection."
>
>I believe this incorrect because of my experience engine parts. Once I
>bought a project that had been left out in the rain and weather, four
>cylinders had been removed, two were chromed, two were not. The plain steel
>cylinders were junk, the chromed cylinder were rust free in the bore, the
>only rust was on the outside, and on the unprotected flange. Just thought I
>might pass this along, so you guys with chrome would not worry to much.
>
>Dan
>
>
________________________________________________________________________________
| From: | "Gadd, Skip" <Skip.Gadd(at)ssa.gov> |
Don,
Don't forget you have to stand on the seat to get into the plane.
Skip
>I'd like to consider wicker seats in my Piet, but cannot find anyone
>who makes them. Does anyone know of anyone that does this sort of work?
>Thanks for your help. Don Cooley
________________________________________________________________________________
| From: | Ken Rickards <krickards(at)cvci.com> |
Hey DJ. I was just on your web site viewing your solution for the aileron
gap seal. I must say, very cool. How do you plan on attaching the various
pieces. As you are ahead of me with your project, I would like to know how
this turns out. Do you have plans made up for this yet?
Ken
Ken Rickards
Cole Vision Canada
80 Centurion Drive,
Markham, Ontario.
L3R 8C1
tel 905-940-8675 ext 237
krickards(at)CVCI.com
________________________________________________________________________________
| From: | "Greg Cardinal" <gcardinal(at)startribune.com> |
| Subject: | Request for info |
Larry Williams,
Please contact me off the list. I need your mailing address.
Greg Cardinal in Minneapolis
________________________________________________________________________________
| From: | ANNCARLEK(at)aol.com |
| Subject: | Re: Pietenpol-List Digest: 8 Msgs - 01/13/03 |
In a message dated 1/13/03 11:57:34 PM, pietenpol-list-digest(at)matronics.com
writes:
<< message posted by: "Graham Hansen" <grhans@cable-lynx.net> >>
My 71 pounds was for the extended fuselage, too, but unvarnished. All the
wood parts were there. Douglas Fir And Basswood ply. I tried to build it
light, and maybe it doesn't need to be spruce.
Carl at Compton Airport
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | brake parts for piper cub wheels |
Just purchased a partly built Piet project on the weekend with Piper cub (I
think?) 8.00x4 wheels and tires and brakes.
The brakes are the kind with the inflatable expanding bladder.
I have started to look for repair parts for the brakes. It seems that
aircraft spruce doesn't carry brake parts for these brakes. Does somebody
know where I can get some or should I abandon that idea and work on
converting them to some kind of disc brakes. I want to use the wheels as
they are nice with a good pair of tires and they fit the under carriage
that came with it. I don't have master cylinders but I see they are quite
simple diaphragm affairs so i can probably make those if I can find any.
Help please
Les
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
| Subject: | brake parts for piper cub wheels |
Try Univair.
chris bobka
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Les
Schubert
Subject: Pietenpol-List: brake parts for piper cub wheels
Just purchased a partly built Piet project on the weekend with Piper cub (I
think?) 8.00x4 wheels and tires and brakes.
The brakes are the kind with the inflatable expanding bladder.
I have started to look for repair parts for the brakes. It seems that
aircraft spruce doesn't carry brake parts for these brakes. Does somebody
know where I can get some or should I abandon that idea and work on
converting them to some kind of disc brakes. I want to use the wheels as
they are nice with a good pair of tires and they fit the under carriage
that came with it. I don't have master cylinders but I see they are quite
simple diaphragm affairs so i can probably make those if I can find any.
Help please
Les
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: brake parts for piper cub wheels |
Your best bet for brake parts is Jim Greene at 770446-5797 He has parts for
most of the old brakes. You are going to find it difficult to find the
expander tubes but he may have or know of a source.
Cy Galley - Bellanca Champion Club
Newsletter Editor & EAA TC
www.bellanca-championclub.com
We support Aeroncas
----- Original Message -----
From: "Les Schubert" <leskarin(at)telus.net>
Subject: Pietenpol-List: brake parts for piper cub wheels
>
> Just purchased a partly built Piet project on the weekend with Piper cub
(I
> think?) 8.00x4 wheels and tires and brakes.
> The brakes are the kind with the inflatable expanding bladder.
> I have started to look for repair parts for the brakes. It seems that
> aircraft spruce doesn't carry brake parts for these brakes. Does somebody
> know where I can get some or should I abandon that idea and work on
> converting them to some kind of disc brakes. I want to use the wheels as
> they are nice with a good pair of tires and they fit the under carriage
> that came with it. I don't have master cylinders but I see they are quite
> simple diaphragm affairs so i can probably make those if I can find any.
> Help please
> Les
>
>
________________________________________________________________________________
| Subject: | Re: brake parts for piper cub wheels (from Les Schubert). |
Les,
Parts for these brakes are terribly expensive, and some are scarce.
A suggestion: Check the go-cart stuff and you may find something.
I "inherited" a pair of mechanical shoe-type brakes that had been
put together for the 8.00 x 4 brake drums you have, but gave them
to someone (can't remember who) when we were moving 5 1/2
years ago.
The steel back plate bolted directly onto the Cub brake flange and
a lever turned a cam to spread the shoes apart. The shoes were of
cast metal (Monel?) with neat linings riveted to them. I was told they
were go-cart parts. All the pieces were home-made except for the
shoes. They were installed on a Jodel D11 built by a friend who used
them for several years before changing to 6 inch wheels and aircraft
brakes. They would work fine on a Pietenpol and you could make a
similar set of mechanical brakes, I'm sure.
So there is a precedent for getting around the Cub-type brake pro-
blem---and you wouldn't need master cylinders, either.
Graham
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | Re: brake parts for piper cub wheels (from Les |
Schubert).
Graham
I was beginning to think that might be the solution. I was also looking at
some mechanical disc brake calipers that I saw at Princess Auto. They are
for gocart and made by Airheart.
les
>
>Les,
>
>Parts for these brakes are terribly expensive, and some are scarce.
>
>A suggestion: Check the go-cart stuff and you may find something.
>I "inherited" a pair of mechanical shoe-type brakes that had been
>put together for the 8.00 x 4 brake drums you have, but gave them
>to someone (can't remember who) when we were moving 5 1/2
>years ago.
>
>The steel back plate bolted directly onto the Cub brake flange and
>a lever turned a cam to spread the shoes apart. The shoes were of
>cast metal (Monel?) with neat linings riveted to them. I was told they
>were go-cart parts. All the pieces were home-made except for the
>shoes. They were installed on a Jodel D11 built by a friend who used
>them for several years before changing to 6 inch wheels and aircraft
>brakes. They would work fine on a Pietenpol and you could make a
>similar set of mechanical brakes, I'm sure.
>
>So there is a precedent for getting around the Cub-type brake pro-
>blem---and you wouldn't need master cylinders, either.
>
>Graham
>
>
________________________________________________________________________________
| Subject: | Re: brake parts for piper cub wheels (from Les Schubert). |
Les,
Try this web site they have a lot of brake parts.
http://www.cometkartsales.com
The kind that were mentioned to you sound a lot like Asuza wheel & brake
parts, check out your AS book for them. I believe they make four inch brake.
They probable would not hold for a run up, but work for taxing.
Good luck!
Dan
________________________________________________________________________________
| Subject: | Re: Continental 65 |
In a message dated 1/13/03 7:25:49 PM Central Standard Time,
leskarin(at)telus.net writes:
<< I am not trying to scare any one just don't think that hard
chrome is like bumper chrome. It is not. >>
Les, I talked with them today, and the process on the cylinders is called
'Channel Chrome'. They are the ones that told me it will not corrode. My
cylinders are done, and they are sending 'em off for the head work.
Chuck
________________________________________________________________________________
| From: | "Oscar Zuniga" <taildrags(at)hotmail.com> |
| Subject: | Azusa drum brakes |
Brake-heads;
If you're even remotely thinking of using the Azusa drum-type brakes, do
yourself a favor and don't consider the 4" ones. They are strictly for
ultralight type vehicles. I have a set of them on my Flying Squirrel and
can tell you that while they are simple and inexpensive, the drums are very
thin material and hard to true up. Also, under hard braking they will
deform. Use the next size larger ones (I think they are 5") since the drums
are a bit heavier and have enough material that you can turn them carefully
to true them up. Better braking power for our size airplanes, too.
Much better option is the go-kart mechanical disk, a la Mike Cuy, if you
want to go simple and mechanical.
Oscar Zuniga
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| Subject: | New books for Homebuilders |
| From: | sonja.englert(at)juno.com |
Hi everyone,
I would like to introduce myself to this group. I am an aeronautical engineer,
pilot, airplane homebuilder and writer. I have written 3 new books for airplane
homebuilders, which you can check out on my web page www.caroengineering.com.
They are mainly for airplane homebuilders, but should be of interest to anyone
who wants to install engines, work with composites or flight test an airplane.
Cheers,
Sonja Englert
www.caroengineering.com
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | Re: Azusa drum brakes |
Oscar,
Just wanted to add my very limited input on Azusa brakes. I personally
didn't want disc brakes for the look. So I put on the 4" drum brakes. Now
with my very limited hours (3.5) on the Piet, I can only give my very
limited input.
The early ones had a skid and ran on turf runways.
All I wanted was to hold fast during runup and to brake on taxiways.
I heard all the horror stories of guys applying the brakes on landing and
nosing over.
While taxiing with my FFP404 U/L down the taxiway with a long downgrade,
and seeing planes holding waiting to takeoff,
and you don't know how to stop without running on the gravel, or into
the deep grass.
Guess what I'm saying is that I wanted less (just enough) brakes more than I
wanted good brakes.
Right now the 4" brakes hold me in runup (A-65) @ 1500 rpm, and I would
never apply brakes on landing unless I was heading into the puckerbrush, and
it was life threatening.
Up till now the 4" are exactly what I planned on in my limited fly time.
The 4" brakes are "enough" for me, and I'm satisfied with them.
Just my input so others can make the best choice for themselves.
Have a flying friend who is in a club with a taildragger, and four people
have applied brakes and nosed over.
While getting a BFR in an Aeronca last year had a VERY experienced CFI give
me a tip (maybe I should have known it before) "If you have to apply brakes
during landing,,,use one brake, and the opposite rudder to keep straight".
He said you will never nose over, only thing you could do is ground loop.
thanks
walt
----- Original Message -----
From: "Oscar Zuniga" <taildrags(at)hotmail.com>
Subject: Pietenpol-List: Azusa drum brakes
>
> Brake-heads;
>
> If you're even remotely thinking of using the Azusa drum-type brakes, do
> yourself a favor and don't consider the 4" ones. They are strictly for
> ultralight type vehicles. I have a set of them on my Flying Squirrel and
> can tell you that while they are simple and inexpensive, the drums are
very
> thin material and hard to true up. Also, under hard braking they will
> deform. Use the next size larger ones (I think they are 5") since the
drums
> are a bit heavier and have enough material that you can turn them
carefully
> to true them up. Better braking power for our size airplanes, too.
>
> Much better option is the go-kart mechanical disk, a la Mike Cuy, if you
> want to go simple and mechanical.
>
> Oscar Zuniga
> San Antonio, TX
> mailto: taildrags(at)hotmail.com
> website at http://www.flysquirrel.net
>
>
________________________________________________________________________________
| From: | Gary Gower <ggower_99(at)yahoo.com> |
| Subject: | Re: Azusa drum brakes |
Walt,
You are right, here in our club is an expert bushpilot that owns a
C-180, (he flys here in a Quicksilver MXII), well he told me once that
the brakes in his 180 are the parts that need less changing of all his
plane. "A taildrager pilot will only need the brakes for runup (not
moving, no wear) and to do 180 turns in a strip (stoped wheel is not
moving, no wear either)" he also added "the pilot that uses brakes on
landing needs more planning, practice and or instruction FAST! he is in
big danger of noseover"... "fly the plane and let it rol until it
stops".
Saludos
Gary Gower
--- walter evans wrote:
>
>
> Oscar,
> Just wanted to add my very limited input on Azusa brakes. I
> personally
> didn't want disc brakes for the look. So I put on the 4" drum
> brakes. Now
> with my very limited hours (3.5) on the Piet, I can only give my very
> limited input.
> The early ones had a skid and ran on turf runways.
> All I wanted was to hold fast during runup and to brake on taxiways.
> I heard all the horror stories of guys applying the brakes on landing
> and
> nosing over.
> While taxiing with my FFP404 U/L down the taxiway with a long
> downgrade,
> and seeing planes holding waiting to takeoff,
> and you don't know how to stop without running on the gravel,
> or into
> the deep grass.
> Guess what I'm saying is that I wanted less (just enough) brakes more
> than I
> wanted good brakes.
> Right now the 4" brakes hold me in runup (A-65) @ 1500 rpm, and I
> would
> never apply brakes on landing unless I was heading into the
> puckerbrush, and
> it was life threatening.
> Up till now the 4" are exactly what I planned on in my limited fly
> time.
> The 4" brakes are "enough" for me, and I'm satisfied with them.
> Just my input so others can make the best choice for themselves.
> Have a flying friend who is in a club with a taildragger, and four
> people
> have applied brakes and nosed over.
>
> While getting a BFR in an Aeronca last year had a VERY experienced
> CFI give
> me a tip (maybe I should have known it before) "If you have to apply
> brakes
> during landing,,,use one brake, and the opposite rudder to keep
> straight".
> He said you will never nose over, only thing you could do is ground
> loop.
> thanks
> walt
>
> ----- Original Message -----
> From: "Oscar Zuniga" <taildrags(at)hotmail.com>
> To:
> Subject: Pietenpol-List: Azusa drum brakes
>
>
>
> >
> > Brake-heads;
> >
> > If you're even remotely thinking of using the Azusa drum-type
> brakes, do
> > yourself a favor and don't consider the 4" ones. They are strictly
> for
> > ultralight type vehicles. I have a set of them on my Flying
> Squirrel and
> > can tell you that while they are simple and inexpensive, the drums
> are
> very
> > thin material and hard to true up. Also, under hard braking they
> will
> > deform. Use the next size larger ones (I think they are 5") since
> the
> drums
> > are a bit heavier and have enough material that you can turn them
> carefully
> > to true them up. Better braking power for our size airplanes, too.
> >
> > Much better option is the go-kart mechanical disk, a la Mike Cuy,
> if you
> > want to go simple and mechanical.
> >
> > Oscar Zuniga
> > San Antonio, TX
> > mailto: taildrags(at)hotmail.com
> > website at http://www.flysquirrel.net
> >
> >
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | Re: Azusa drum brakes |
Gary,
Thanks, I love to hear these things from instructors that really work. And
I love to hear from people who hear it from their great instructors.
I love to learn!
Ain't life grand!
walt
ps Gary,,,Some day I want to shake your hand, and meet you.
----- Original Message -----
From: "Gary Gower" <ggower_99(at)yahoo.com>
Subject: Re: Pietenpol-List: Azusa drum brakes
>
> Walt,
>
> You are right, here in our club is an expert bushpilot that owns a
> C-180, (he flys here in a Quicksilver MXII), well he told me once that
> the brakes in his 180 are the parts that need less changing of all his
> plane. "A taildrager pilot will only need the brakes for runup (not
> moving, no wear) and to do 180 turns in a strip (stoped wheel is not
> moving, no wear either)" he also added "the pilot that uses brakes on
> landing needs more planning, practice and or instruction FAST! he is in
> big danger of noseover"... "fly the plane and let it rol until it
> stops".
>
> Saludos
> Gary Gower
>
> --- walter evans wrote:
> >
> >
> > Oscar,
> > Just wanted to add my very limited input on Azusa brakes. I
> > personally
> > didn't want disc brakes for the look. So I put on the 4" drum
> > brakes. Now
> > with my very limited hours (3.5) on the Piet, I can only give my very
> > limited input.
> > The early ones had a skid and ran on turf runways.
> > All I wanted was to hold fast during runup and to brake on taxiways.
> > I heard all the horror stories of guys applying the brakes on landing
> > and
> > nosing over.
> > While taxiing with my FFP404 U/L down the taxiway with a long
> > downgrade,
> > and seeing planes holding waiting to takeoff,
> > and you don't know how to stop without running on the gravel,
> > or into
> > the deep grass.
> > Guess what I'm saying is that I wanted less (just enough) brakes more
> > than I
> > wanted good brakes.
> > Right now the 4" brakes hold me in runup (A-65) @ 1500 rpm, and I
> > would
> > never apply brakes on landing unless I was heading into the
> > puckerbrush, and
> > it was life threatening.
> > Up till now the 4" are exactly what I planned on in my limited fly
> > time.
> > The 4" brakes are "enough" for me, and I'm satisfied with them.
> > Just my input so others can make the best choice for themselves.
> > Have a flying friend who is in a club with a taildragger, and four
> > people
> > have applied brakes and nosed over.
> >
> > While getting a BFR in an Aeronca last year had a VERY experienced
> > CFI give
> > me a tip (maybe I should have known it before) "If you have to apply
> > brakes
> > during landing,,,use one brake, and the opposite rudder to keep
> > straight".
> > He said you will never nose over, only thing you could do is ground
> > loop.
> > thanks
> > walt
> >
> > ----- Original Message -----
> > From: "Oscar Zuniga" <taildrags(at)hotmail.com>
> > To:
> > Subject: Pietenpol-List: Azusa drum brakes
> >
> >
> >
> > >
> > > Brake-heads;
> > >
> > > If you're even remotely thinking of using the Azusa drum-type
> > brakes, do
> > > yourself a favor and don't consider the 4" ones. They are strictly
> > for
> > > ultralight type vehicles. I have a set of them on my Flying
> > Squirrel and
> > > can tell you that while they are simple and inexpensive, the drums
> > are
> > very
> > > thin material and hard to true up. Also, under hard braking they
> > will
> > > deform. Use the next size larger ones (I think they are 5") since
> > the
> > drums
> > > are a bit heavier and have enough material that you can turn them
> > carefully
> > > to true them up. Better braking power for our size airplanes, too.
> > >
> > > Much better option is the go-kart mechanical disk, a la Mike Cuy,
> > if you
> > > want to go simple and mechanical.
> > >
> > > Oscar Zuniga
> > > San Antonio, TX
> > > mailto: taildrags(at)hotmail.com
> > > website at http://www.flysquirrel.net
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | Kip & Beth Gardner <kipandbeth(at)earthlink.net> |
| Subject: | Re: Azusa drum brakes |
>
>Walt,
>
>You are right, here in our club is an expert bushpilot that owns a
>C-180, (he flys here in a Quicksilver MXII), well he told me once that
>the brakes in his 180 are the parts that need less changing of all his
>plane. "A taildrager pilot will only need the brakes for runup (not
>moving, no wear) and to do 180 turns in a strip (stoped wheel is not
>moving, no wear either)" he also added "the pilot that uses brakes on
>landing needs more planning, practice and or instruction FAST! he is in
>big danger of noseover"... "fly the plane and let it rol until it
>stops".
>
>Saludos
>Gary Gower
Well, this fits with the way my flight instructor has been teaching me
(since I decided to start instruction in a taildragger). The only times he
even lets me touch the brakes are when he's propping the plane, during
run-up and occasionally to stop the plane on the ramp. My landing rolls
take less than half of the runway & he's big on having me fly the plane to
a 3-point landing. I hadn't even thought about the implications of all this
until this discussion started, but it all makes sense.
Hope everyone is having a good New Year.
Cheers,
Kip Gardner (not getting much instructiuon in thanks to our wonderful OH
winter weather)
North Canton, OH
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | Re: Azusa drum brakes |
All
thanks for the input. My wheels have 5" brake drums so the 5" gocart
mechanical brakes
look like a good simple and relatively inexpensive answer that should even
look right.
Once again thank you to all for your input. This egroup is great, I have
learned a lot,
more to learn of course.
Regards
Les
>
>
>Gary,
>Thanks, I love to hear these things from instructors that really work. And
>I love to hear from people who hear it from their great instructors.
>I love to learn!
>Ain't life grand!
>walt
>ps Gary,,,Some day I want to shake your hand, and meet you.
>----- Original Message -----
>From: "Gary Gower" <ggower_99(at)yahoo.com>
>To:
>Subject: Re: Pietenpol-List: Azusa drum brakes
>
>
> >
> > Walt,
> >
> > You are right, here in our club is an expert bushpilot that owns a
> > C-180, (he flys here in a Quicksilver MXII), well he told me once that
> > the brakes in his 180 are the parts that need less changing of all his
> > plane. "A taildrager pilot will only need the brakes for runup (not
> > moving, no wear) and to do 180 turns in a strip (stoped wheel is not
> > moving, no wear either)" he also added "the pilot that uses brakes on
> > landing needs more planning, practice and or instruction FAST! he is in
> > big danger of noseover"... "fly the plane and let it rol until it
> > stops".
> >
> > Saludos
> > Gary Gower
> >
> > --- walter evans wrote:
> > >
> > >
> > > Oscar,
> > > Just wanted to add my very limited input on Azusa brakes. I
> > > personally
> > > didn't want disc brakes for the look. So I put on the 4" drum
> > > brakes. Now
> > > with my very limited hours (3.5) on the Piet, I can only give my very
> > > limited input.
> > > The early ones had a skid and ran on turf runways.
> > > All I wanted was to hold fast during runup and to brake on taxiways.
> > > I heard all the horror stories of guys applying the brakes on landing
> > > and
> > > nosing over.
> > > While taxiing with my FFP404 U/L down the taxiway with a long
> > > downgrade,
> > > and seeing planes holding waiting to takeoff,
> > > and you don't know how to stop without running on the gravel,
> > > or into
> > > the deep grass.
> > > Guess what I'm saying is that I wanted less (just enough) brakes more
> > > than I
> > > wanted good brakes.
> > > Right now the 4" brakes hold me in runup (A-65) @ 1500 rpm, and I
> > > would
> > > never apply brakes on landing unless I was heading into the
> > > puckerbrush, and
> > > it was life threatening.
> > > Up till now the 4" are exactly what I planned on in my limited fly
> > > time.
> > > The 4" brakes are "enough" for me, and I'm satisfied with them.
> > > Just my input so others can make the best choice for themselves.
> > > Have a flying friend who is in a club with a taildragger, and four
> > > people
> > > have applied brakes and nosed over.
> > >
> > > While getting a BFR in an Aeronca last year had a VERY experienced
> > > CFI give
> > > me a tip (maybe I should have known it before) "If you have to apply
> > > brakes
> > > during landing,,,use one brake, and the opposite rudder to keep
> > > straight".
> > > He said you will never nose over, only thing you could do is ground
> > > loop.
> > > thanks
> > > walt
> > >
> > > ----- Original Message -----
> > > From: "Oscar Zuniga" <taildrags(at)hotmail.com>
> > > To:
> > > Subject: Pietenpol-List: Azusa drum brakes
> > >
> > >
> > >
> > > >
> > > > Brake-heads;
> > > >
> > > > If you're even remotely thinking of using the Azusa drum-type
> > > brakes, do
> > > > yourself a favor and don't consider the 4" ones. They are strictly
> > > for
> > > > ultralight type vehicles. I have a set of them on my Flying
> > > Squirrel and
> > > > can tell you that while they are simple and inexpensive, the drums
> > > are
> > > very
> > > > thin material and hard to true up. Also, under hard braking they
> > > will
> > > > deform. Use the next size larger ones (I think they are 5") since
> > > the
> > > drums
> > > > are a bit heavier and have enough material that you can turn them
> > > carefully
> > > > to true them up. Better braking power for our size airplanes, too.
> > > >
> > > > Much better option is the go-kart mechanical disk, a la Mike Cuy,
> > > if you
> > > > want to go simple and mechanical.
> > > >
> > > > Oscar Zuniga
> > > > San Antonio, TX
> > > > mailto: taildrags(at)hotmail.com
> > > > website at http://www.flysquirrel.net
> > > >
> > > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | clif <cdawson5854(at)shaw.ca> |
| Subject: | Re: Wicker seats |
Just punch "wicker" into your google
search- pick your choice out of 100's
of sites covering all aspects of the
subject.
----- Original Message -----
From: "Gadd, Skip" <Skip.Gadd(at)ssa.gov>
Subject: RE: Pietenpol-List: Wicker seats
>
> Don,
> Don't forget you have to stand on the seat to get into the plane.
> Skip
>
> >I'd like to consider wicker seats in my Piet, but cannot find anyone
> >who makes them. Does anyone know of anyone that does this sort of work?
> >Thanks for your help. Don Cooley
>
>
________________________________________________________________________________
| From: | "Oscar Zuniga" <taildrags(at)hotmail.com> |
| Subject: | Azusa drum brakes |
Howdy again, low 'n' slow flyers-
Thanks for the feedback from folks who are flying the 4" Azusa brakes,
especially Walt, because mine aren't flying yet and I can use the input. My
main source of input was from Dan Horton, the guy who built and flies the
beautiful scale "Canuck" with Geo Tracker engine. Also talked with Tracy
O'Brien, who offers wheel and brake packages for homebuilders and who
'tweaks' the Azusa brakes for better performance and resells them in
packages ( http://www.tracyobrien.com ).
But I don't think I ever implied that big strong brakes are a necessity on
the Piet! And in my own case, Marvin Barnard's prototype Flying Squirrel
has never flown with brakes and performs just fine both on and off hard
surface. My desire for brakes was exactly the same as Walt's and the other
folks'... to hold 'er during runup and in line for takeoff. I learned to
fly in a J-3 with the old expander tubes, and about the best you could do
with those brakes on runup was to do a "rolling runup", because you sure
couldn't hold back those 65 hungry horses with the expander tubes! And if I
so much as even *thought* about touching those brakes once I was on the
runway (landing or taking off), my instructor would be all over me like a
bad rash! As Gary said, the brakes can be useful for tight turns during
taxi, and things like that. But my statement still stands... the Azusa 4"
drums are thin metal and if for whatever reason you apply them firmly, the
drums can deform and you'll end up hearing them dragging at one or two
points on the drum circumference.
Oscar Zuniga
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| From: | "jim vydra" <jvydra(at)mcleodusa.net> |
My father in law, John Grega, developer of the GN-! air camper and long time supplier
of plans advice and parts, passed away in November. Among the tons (literally)
of items he left is his last project. It is a nearly completed R/C model
of his airplane.
if you have any interest in this or any of the estimated 1000 model airplane plans,
old magazines, etc., let me know. As soon as we sort it out i will get back
to you with particulars.
Thanks,
Jim Vydra
Springfield, MO
________________________________________________________________________________
| From: | "Oscar Zuniga" <taildrags(at)hotmail.com> |
| Subject: | Alamo City Corvair College- last word |
One last word on the upcoming Alamo City Corvair College this Saturday, Jan.
18th... it will be held regardless of weather since we'll be indoors at Lew
Mason's hangar/shop. Right now it is forecast to be clear and sunny with a
high of 61F on Saturday, so no worries. If the storm causes road delays for
William and Gus (they should be on the road headed this way from Florida
right now), we will still have the workshop and I'll try to strip some
threads or maybe over-torque some nuts or something to keep folks
entertained, but everyone can continue to plan to attend. Do dress warmly,
but in layers since it will be warming up as the day wears on and you can
build up a pretty good sweat trying to un-seize those old frozen engines ;o)
William is supposed to pick up a running engine from a CorvAIRCRAFTer
along the way to put on his test stand and run during the College, so here's
your chance to hear and see a Corvair whip up some Texas buffel grass.
Detailed info with maps is on the website at http://www.corvaircraft.com and
detailed driving directions at
http://www.corvaircraft.com/Corvair/AlamoDirections.html and we should get
rolling by 8 AM on Saturday!
Reminder on things to bring if you'll be working on an engine or
subassembly: rags, carb cleaner (it's only $1.59 a can so bring plenty),
hand tools, and your rebuild parts. We'll have work tables, chairs, and
specialized tools needed to do the work. Coffee and donuts in the morning,
and lunch at noon... all will be 'no charge' to those who show up, sign the
guest register, and refrain from hooting when I strip out a critical set of
threads ;o)
Hope to see y'all there! My cellphone is (210)213-9936 if anyone needs to
reach me.
Oscar Zuniga
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| From: | "Oscar Zuniga" <taildrags(at)hotmail.com> |
| Subject: | College directions- oops |
I goofed on the URL for the detailed driving directions to the Alamo City
Corvair College; it's at
http://www.experimental-aviation.com/Corvair/AlamoDirections.com
Sorry.
Oscar Zuniga
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| From: | "DJ Vegh" <aircamper(at)imagedv.com> |
I'm interested....
I bought John's plans and am about 50% done with it. I'm very pleased with the
design.
How can I contact you about the details of the model?
----- Original Message -----
From: jim vydra
To: pietenpol-list(at)matronics.com
Sent: Thursday, January 16, 2003 8:54 AM
Subject: Pietenpol-List: John Grega
My father in law, John Grega, developer of the GN-! air camper and long time
supplier of plans advice and parts, passed away in November. Among the tons (literally)
of items he left is his last project. It is a nearly completed R/C
model of his airplane.
if you have any interest in this or any of the estimated 1000 model airplane
plans, old magazines, etc., let me know. As soon as we sort it out i will get
back to you with particulars.
Thanks,
Jim Vydra
Springfield, MO
=
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________________________________________________________________________________
| From: | Walter Allen <overalles45(at)yahoo.com> |
Does the family plan on continuing to sell plans?
Thanks
--- DJ Vegh wrote:
>
>
> I'm interested....
>
> I bought John's plans and am about 50% done with it.
> I'm very pleased with the design.
>
> How can I contact you about the details of the
> model?
>
> ----- Original Message -----
> From: jim vydra
> To: pietenpol-list(at)matronics.com
> Sent: Thursday, January 16, 2003 8:54 AM
> Subject: Pietenpol-List: John Grega
>
>
>
>
> My father in law, John Grega, developer of the
> GN-! air camper and long time supplier of plans
> advice and parts, passed away in November. Among
> the tons (literally) of items he left is his last
> project. It is a nearly completed R/C model of his
> airplane.
>
> if you have any interest in this or any of the
> estimated 1000 model airplane plans, old magazines,
> etc., let me know. As soon as we sort it out i will
> get back to you with particulars.
>
> Thanks,
>
> Jim Vydra
> Springfield, MO
>
>
> > This email has been scanned for known viruses and
> made safe for viewing by Half Price Hosting, a
> leading email and web hosting provider. For more
> information on an anti-virus email solution, visit
> <http://www.halfpricehosting.com/av.asp>.
>
>
>
> Contributions
> any other
> Forums.
>
> latest messages.
> List members.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Pietenpol-List.htm
>
Digests:http://www.matronics.com/digest/pietenpol-list
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Ragan" <lragan(at)hotmail.com> |
The aviation world is a better place because of your father. May he rest in peace.
My sincere condolences.
Larry Ragan
Jacksonville, Fl.
lragan(at)hotmail.com
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
About the 1000 model airplane plans. I am looking for model plans for a
DeHaviland Mosquito. If that is in there please let me know
Thx Les
>
>Does the family plan on continuing to sell plans?
>
>Thanks
>--- DJ Vegh wrote:
> >
> >
> > I'm interested....
> >
> > I bought John's plans and am about 50% done with it.
> > I'm very pleased with the design.
> >
> > How can I contact you about the details of the
> > model?
> >
> > ----- Original Message -----
> > From: jim vydra
> > To: pietenpol-list(at)matronics.com
> > Sent: Thursday, January 16, 2003 8:54 AM
> > Subject: Pietenpol-List: John Grega
> >
> >
> >
> >
> > My father in law, John Grega, developer of the
> > GN-! air camper and long time supplier of plans
> > advice and parts, passed away in November. Among
> > the tons (literally) of items he left is his last
> > project. It is a nearly completed R/C model of his
> > airplane.
> >
> > if you have any interest in this or any of the
> > estimated 1000 model airplane plans, old magazines,
> > etc., let me know. As soon as we sort it out i will
> > get back to you with particulars.
> >
> > Thanks,
> >
> > Jim Vydra
> > Springfield, MO
> >
> >
> > > This email has been scanned for known viruses and
> > made safe for viewing by Half Price Hosting, a
> > leading email and web hosting provider. For more
> > information on an anti-virus email solution, visit
> > <http://www.halfpricehosting.com/av.asp>.
> >
> >
> >
> > Contributions
> > any other
> > Forums.
> >
> > latest messages.
> > List members.
> >
> > http://www.matronics.com/subscription
> > http://www.matronics.com/FAQ/Pietenpol-List.htm
> >
>Digests:http://www.matronics.com/digest/pietenpol-list
> > http://www.matronics.com/archives
> > http://www.matronics.com/photoshare
> > http://www.matronics.com/emaillists
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "Michael King" <mikek120(at)mindspring.com> |
Amen Brother.
Mike King
GN-1
77MK
Dallas, TX.
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Larry Ragan
Subject: Re: Pietenpol-List: John Grega
The aviation world is a better place because of your father. May he rest in
peace.
My sincere condolences.
Larry Ragan
Jacksonville, Fl.
lragan(at)hotmail.com
________________________________________________________________________________
| From: | "DJ Vegh" <aircamper(at)imagedv.com> |
| Subject: | Re: John Grega - I'll miss you...... |
I corresponded with John Grega several times regarding my GN-1 project.
Sometimes we didn't see eye to eye, but wow! what a good man! I'll miss
him.
The more I sit and think of it.... the more it seems like we really have
lost an aviation pioneer... it was sad times when Bernie P. passed way and
now Mr. Grega.
I'll bet he's up there having a chat with Bernie P. right now..... :-)
Long live the Aircamper!! (both Piet and GN-1 variants)
DJ Vegh
N74DV
www.raptoronline.com
Mesa, AZ
----- Original Message -----
From: "Larry Ragan" <lragan(at)hotmail.com>
Subject: Re: Pietenpol-List: John Grega
>
>
> The aviation world is a better place because of your father. May he rest
in peace.
>
>
> My sincere condolences.
>
>
> Larry Ragan
> Jacksonville, Fl.
> lragan(at)hotmail.com
>
This email has been scanned for known viruses and made safe for viewing by Half
Price Hosting, a leading email and web hosting provider. For more information
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________________________________________________________________________________
| From: | "Dick and Marge Gillespie" <dickmarg(at)peganet.com> |
So long John. We're gonna miss you.
DickG. (GN-1 #2554)
________________________________________________________________________________
I never new John Grega or even talked to him. I did order a set of plans
once, and they got away from me in a trade, I wish I would have kept them.
The one thing that always impressed me over the 10 or so years I have been in
aviation is that John never increased his $25.00 plans price. I always felt
that this meant a lot, and he was not trying to get rich off of aviation, but
just wanted more to share his dream of it.
Thanks John for sharing your dream, and I know it will live on.
Dan
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | turbo charging a continental A65 |
I live at 4000ft ASL and so I suspect that my A65 will be a little short of
power on a hot summer day.
Has anyone ever turbocharged an A65 or similar to compensate for elevation.
I realize it is a antique design but with modern synthetic oils and a oil
cooler and cylinder temp gauge it would seem like a viable solution.
Besides I don't own a exhaust system and I do have a little Garrett turbo
c/w waste gate that is the right size. I am not talking about trying for
great horsepower increases, more of just trying to compensate for altitude
on takeoff.
How about a real oil filter for a A65, any suggestions?
And a air filter?
regards
Les in Sunny Alberta
nice today about -6 C (+25 for you yanks)
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
| Subject: | Fwd: AOPA ePilot -- Vol. 5, Issue 3 |
Catdesigns(at)juno.com, blugoos1(at)bellsouth.net, dilatush(at)amigo.net,
elj(at)shreve.net, jefay(at)juno.com, sjficklen(at)mchsi.com,
gcardinal(at)startribune.com, dickmarg(at)peganet.com, grhans(at)cable-lynx.net,
flyboy_120(at)webtv.net, gwmeadows(at)hotmail.com, rhansen(at)eaa.org,
jhofmann(at)charter.net, jim_markle(at)mindspring.com, jmcnarry(at)escape.ca,
kipandbeth(at)earthlink.net, jkrzes(at)hotmail.com, llneal2(at)earthlink.net,
Leeortho(at)aol.com, LGililland(at)msn.com, Michael.D.Cuy(at)grc.nasa.gov,
mikebell(at)sc.rr.com, mrclean(at)arkansas.net, taildrags(at)hotmail.com,
pietenpol-list-digest(at)matronics.com, Skip.Gadd(at)ssa.gov, nfn00979(at)naples.net,
TomTravis(at)aol.com, wbeevans(at)worldnet.att.net, craigwilcox(at)peoplepc.com
In a message dated 1/17/2003 3:33:52 AM Central Standard Time,
AOPA_ePilot(at)aopa.org writes:
Just in case some of you didn't see this announcement I want to bring it to
your attention. I know it's meaningless to some of you KIDS but for some of
us olders it's mighty important
Corky in beautiful La
> AOPA LAUNCHES NEW EFFORT FOR MEDICAL EXEMPTION
> AOPA on Thursday hand-delivered to the FAA a request for an exemption that
> would permit AOPA members exercising student or recreational pilot
> privileges
> to use a valid driver's license in lieu of an FAA medical certificate. The
> exemption would be valid for two years, and during that period AOPA and the
>
> FAA would collect new data to validate previous AOPA studies showing that a
>
> "driver's license medical" would not affect safety. AOPA and AOPA Air
> Safety
> Foundation statistical analysis have shown that only about one-third of one
>
> percent (0.3 percent) of GA accidents involved pilot incapacitation that
> could
> have been predicted by a medical certificate examination. "AOPA has been
> working since 1985 to reduce the medical requirements for pilots," said
> AOPA
> President Phil Boyer. "Our goal remains no medical certificate for
> recreational
> pilots. This exemption would be an interim step toward that goal. And AOPA
> has the resources to collect and analyze an irrefutable mountain of data to
>
> prove that a driver's license medical is the right thing to do." See
> ( http://www.aopa.org/whatsnew/newsitems/2003/03-1-030x.html ).
>
> NEW PIPER DOWNSIZES COMPANY
> The
From: AOPA_ePilot(at)aopa.org
Subject: AOPA ePilot -- Vol. 5, Issue 3
Date: Fri, 17 Jan 2003 03:02:01 -0500
AOPA ePilot Volume 5, Issue 3 January 17, 2003
To see today's "ePilot" with graphics, visit
( http://www.aopa.org/epilot/redir.cfm?adid=1590 ).
===================================
IN THIS ISSUE:
New Piper downsizes company
Diamond unveils jet
AOPA remains engaged in restoring 'DC3' airports
===================================
==> GA NEWS <==
AOPA LAUNCHES NEW EFFORT FOR MEDICAL EXEMPTION
AOPA on Thursday hand-delivered to the FAA a request for an exemption that
would permit AOPA members exercising student or recreational pilot privileges
to use a valid driver's license in lieu of an FAA medical certificate. The
exemption would be valid for two years, and during that period AOPA and the
FAA would collect new data to validate previous AOPA studies showing that a
"driver's license medical" would not affect safety. AOPA and AOPA Air Safety
Foundation statistical analysis have shown that only about one-third of one
percent (0.3 percent) of GA accidents involved pilot incapacitation that could
have been predicted by a medical certificate examination. "AOPA has been
working since 1985 to reduce the medical requirements for pilots," said AOPA
President Phil Boyer. "Our goal remains no medical certificate for recreational
pilots. This exemption would be an interim step toward that goal. And AOPA
has the resources to collect and analyze an irrefutable mountain of data to
prove that a driver's license medical is the right thing to do." See
( http://www.aopa.org/whatsnew/newsitems/2003/03-1-030x.html ).
NEW PIPER DOWNSIZES COMPANY
The New Piper Aircraft Inc. has downsized its Vero Beach, Florida,
operation following a drop in sales. New Piper spokesman Mark Miller said
the company was already suffering from a weakened economy, but the recent
Textron Lycoming engine ADs limited the number of airplanes the company
could produce. Management decided last Friday to cut 150 jobs throughout
the company. "We're taking this action to ensure the future prosperity of
the company," Miller said. The engine ADs affected the Saratoga and Malibu
Mirage lines. New Piper was initially projecting to sell 331 airplanes in
2002 but ended the year with 291 sales. The company is hoping to sell 252
airplanes this year. New Piper now has about 850 employees.
DIAMOND UNVEILS JET
Diamond Aircraft is officially moving forward with its plans to build a
light jet airplane. When "ePilot" first reported on it last October,
electrons were flying across the Atlantic between engineers in Canada and
Austria. Now the aircraft is taking shape and the company has offered some
preliminary performance estimates along with a price of "well under $1
million." The D-JET will have a single engine, unlike other personal jets
in development, and will carry five passengers up to a much more conservative
25,000 feet. Although Diamond hasn't announced the engine supplier, the
company is projecting a 34-gph fuel burn, a maximum takeoff weight of 4,700
pounds, and a cruise speed of about 315 kt. The company is expecting to make
the maiden flight in mid-2004.
BOHANNON GETS SIX RECORDS IN 'FLYIN' TIGER'
The National Aeronautic Association (NAA) has granted not four but six new
world records to Bruce Bohannon for flying his piston single-engine airplane,
the Exxon "Flyin' Tiger," past 41,000 feet last fall in Palm Springs,
California, just prior to AOPA Expo. The records await final approval by NAA's
international parent organization, Federation Aeronautique Internationale. NAA
approved unlimited records (covering all categories of aircraft) for the 9,000-
meter (29,537 ft) and 12,000-meter time-to-climb (39,370 feet) altitudes. For
the "Flyin' Tiger's" weight class, the C.1b category covering aircraft weighing
1,102 pounds to 2,201 pounds, NAA approved four additional records. They are
the 9,000- and 12,000-meter time-to-climb records, the absolute altitude record
of 41,300 feet, and the record for altitude in horizontal flight at that
altitude. For the latter record he was required to fly level for 90 seconds.
He chose the Desert Resorts Regional Airport near Palm Springs as the location
of the successful record attempt after discussing the site with an "AOPA Pilot"
editor.
SEC INVESTIGATES RAYTHEON
Following a national wave of increased scrutiny over corporate accounting
practices, Raytheon Company officials said that the Securities and Exchange
Commission (SEC) has undertaken an informal investigation into the commuter
aircraft business and the timing of revenue recognition at its Raytheon
Aircraft Company (RAC) subsidiary. The SEC is specifically looking at the
1997 through 2001 period. The same aircraft unit was the focus of another
investigation in 2000, but no action was taken. "The company believes that
the accounting practices at RAC are appropriate, and it will cooperate fully
with the SEC's informal inquiry," Raytheon said in a brief statement.
For daily news updates, see ( http://www.aopa.org/members ).
==> INSIDE AOPA <==
AOPA REMAINS ENGAGED IN RESTORING 'DC3' AIRPORTS
How would you feel if you had to obtain a special squawk code every time
you took off from your home airport? What if there were certain public
airports you couldn't fly to at the risk of getting shot down? Sound hard
to believe? That's still the case for three Maryland airports close to
Washington, D.C., that have been suffering under special flight rule (SFAR94),
which has restricted airspace around the nation's capital since the September
11, 2001, terrorist attacks. AOPA is still very much engaged in the battle to
return transient operations to College Park, Potomac Airpark, and Washington
Executive/Hyde Field airports. On Saturday AOPA officials, along with airport
management, updated more than 140 pilots at College Park on progress in that
effort, and showed them how to formulate individual comments to elected
officials and AOPA's petition to the FAA. Pilots around the country are
encouraged to submit comments to AOPA's petition so that these airports can
be reopened to all aviators. See ( http://dmses.dot.gov/submit/ ) and enter
document FAA-2002-13623-1.
AOPA: A YEAR IN NUMBERS
At Frederick Municipal Airport in Maryland you can hear two kinds of buzzing.
One comes from airplanes and the other from activity at AOPA headquarters.
What was AOPA buzzing about in 2002? Let some 2002 numbers speak for
themselves. AOPA's Publications Division mailed 4.5 million copies of "AOPA
Pilot" magazine (about 720 million pages). To put that in perspective, if you
laid the magazines end to end, they would cover a distance of 9,200 statute
miles. AOPA also delivered about 11.2 million "ePilot" e-mail newsletters or
28 billion words. That's a lot of electrons. AOPA's Communications Division
conducted 450 media interviews and wrote 730 news releases to give general
aviation that needed positive spin. AOPA technical specialists answered
180,000 phone calls and e-mails. The AOPA FBO Rebate program gave back more
than $2.5 million to members and more than $9.6 million since the program
was started in August 1997. The total number of AOPA members utilizing the
AOPA Insurance Agency topped 25,000. Some 33,000 pilots took part in Air
Safety Foundation free safety seminars while more than 13,000 pilots attended
ASF-sponsored Seminar-in-a-Box programs. And, of course, the association
ended the year just shy of 391,000 members strong. A record that carries a
lot of weight when our crack lobbying team descends on Capitol Hill to
represent the interests of general aviation.
FINANCE YOUR DREAMS WITH AOPA, MBNA PROGRAM
AOPA and AOPA Certified partner MBNA America Bank, N.A., are now offering
home equity loans that may be used, for example, to finance aircraft that
are normally difficult to get loans for, such as homebuilts. Funds from the
loan may also be used for just about anything, including aircraft upgrades,
purchasing a hangar, or sending a student to an aeronautical university. See
AOPA Online ( http://www.aopa.org/epilot/redir.cfm?adid=1597 ) or call
888/219-6564.
Changing mailing or e-mail addresses? Click here to update
( http://www.aopa.org/members/authentication/profile.html ).
==> ON CAPITOL HILL <==
SENATOR OPPOSES SHOOT-DOWN RULES
Despite the deaths of an American missionary and her infant in an April
2001 shoot-down accident, the U.S. government continues to be involved in
Peruvian drug interdiction efforts that allow the use of deadly force
against civilian aircraft. Sen. Patrick Leahy (D-Vt.) last week voiced
strong concerns about that U.S./Peruvian partnership. AOPA and the
International Council of Aircraft Owner and Pilot Associations (IAOPA)
have long opposed shoot-down rules that permit targeting of civilian aircraft
that pose no threat to national security. In a statement from the Senate
floor, Leahy said, "I urge the administration to reconsider this policy.
Yes, we want to stop drugs. Yes, we want to conduct aerial surveillance of
suspected aircraft. But shooting civilian aircraft out of the sky when
there is no cause for self-defense, no imminent threat to innocent life,
and not even proof of illegality, I believe goes too far." See AOPA Online
for the story ( http://www.aopa.org/whatsnew/newsitems/2003/03-1-028x.html )
and an issue brief ( http://www.aopa.org/whatsnew/la-shootdown.html ) on the
subject.
==> AIRPORT SUPPORT NETWORK <==
STAYING IN TOUCH
When there is something going on at your airport, be it an event, an issue,
or just a question you want to ask, who do you go to? How do you get in touch
with them? What aviation organizations are on your field and what are the
FBOs, maintenance shops, and flight schools? Who is in the "chain of command"
at your airport, from the airport manager to airport sponsor? Are there any
authorities, advisory boards, councils, or committees that oversee or affect
your airport? As an advocate for your airport this information should be
readily available to you so that you can swing into action. If AOPA is to
weigh in on an issue, we'll ask for this information so that we can properly
direct our message. Take the time to get your "airport black book" in order.
You never know when you might need that information. Becoming an AOPA Airport
Support Network volunteer is a great way to help out. See the airports below
in your region that are in need of volunteers.
-----------------------------------
ASN is looking for volunteers at several airports--including,
in Arkansas, 1M1, ASG, AWM, BVX, and HOT; Louisiana, 3R7, ARA,
OPL, PTN, and RSN; New Mexico, CVN, HOB, and TCC; Oklahoma, 0F8,
1K4, ADH, AVK, and WWR; and Texas, GVT, HOU, HRX, LRD, and MAF.
-----------------------------------
To nominate a volunteer, which can be yourself, visit
( http://www.aopa.org/members/forms/asn.html ).
==> AOPA AIR SAFETY FOUNDATION NEWS <==
ASF WANTS TO HEAR YOUR WEATHER STORIES
Ever gone up into "marginal" weather only to find out that you have just
flown into a major thunderstorm? Or have you taken off into a light flurry
and watched as ice built up on the wings? Many GA aircraft do not have
weather radar or known icing approval and occasionally even those that do
get into dangerous weather situations. The key to discovering what the
weather is really like is to research it as much as possible while still on
the ground. One of the most effective ways to do this is to find pilot
reports (pireps) in the planned area of flight. Pireps are observations
from the pilots who are actually flying in it, as opposed to METARs or TAFs
that are given from the ground and sometimes can be unreliable. E-mail your
weather-related aviation stories to the AOPA Air Safety Foundation
( mailto:asf(at)aopa.org ). Some stories will be posted online
( http://www.aopa.org/asf/weather/index.html ).
==> QUIZ ME! <==
Here's a question asked by an AOPA member last week of our AOPA technical
specialists. Test your knowledge.
Q: What is the meaning of the term "great circle distance"?
A: Imagine a circle defined by the intersection of the surface of the Earth
and any plane that passes through the center of the Earth. That circle is
the great circle. The great circle distance is the shortest distance between
two points on that sphere. A great circle distance calculator is available
online from the U.S. government. See
( http://www.wcrl.ars.usda.gov/cec/java/lat-long.htm ).
Got a technical question for AOPA specialists? Call 800/872-2672,
or e-mail to ( mailto:inforequest(at)aopa.org ). Send comments on our
Quiz Me! questions to ( mailto:epilot(at)aopa.org ).
==> COMING UP IN 'AOPA PILOT' <==
Fly the Luscombe 8 as part of our Budget Buy series, learn about stall/spin
recovery techniques, and read about the bevy of light jets trying to change
the way we travel in the February issue of "AOPA Pilot." It will be mailed
Monday.
==> PICTURE PERFECT <==
The AOPA Online Gallery allows you to download your favorite images to use
for wallpaper, send a personalized e-card, and order high-quality prints to
be shipped directly to your doorstep. Search the hundreds of fabulous images
in our archives and select your favorites today! For more details, see
( http://www.aopa.org/epilot/redir.cfm?adid=1591 ).
==> WEEKEND WEATHER <==
SOUTHCENTRAL FORECAST
Synopsis: High pressure over the region to slowly move into the Gulf
of Mexico by 00Z Monday.
Flying Forecast: Mainly VFR conditions through the period for the region.
Areas of MVFR/IFR ceilings and fog may develop around 00Z Monday in
southeasterly flow. Some MVFR rain/snow showers possible for northeastern
KS and northwestern MO by 00Z Monday.
See the current weather on AOPA Online
( http://www.aopa.org/epilot/redir.cfm?adid=1592 ),
provided by Meteorlogix.
==> ePilot CALENDAR <==
WEEKEND FLYING DESTINATIONS
DAYTON, OHIO. The 2003 Soaring Society of America Annual Convention takes
place January 23 through 25 at the Downtown Convention Center. This premier
event draws pilots from all over the United States and Canada. Features a
soaring exhibit hall, seminars, and many sailplanes. For more information,
visit the Web site ( http://www.airsportsexpo.com/ ).
DUNNELLON, FLORIDA. A Yankee Air Force World War II Bomber Fly-in takes
place January 23 through 26 at Dunnellon/Marion County Airport (X35). Enjoy
the sights and sounds of WWII bombers and other historic military aircraft
and equipment. For more information, visit the Web site
( http://www.mysuncountry.com/YankeeAirForce/Bombers2003.htm ).
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
FLYING DESTINATIONS IN THE SOUTHWEST REGION
LOCKHART, TEXAS. An International Cessna 170 Club Fly-in takes place
January 25 at Lockhart Aero/Lockhart Municipal Airport (50R). Members
of the Cessna 170 Club will be flying in to attend a barbeque meal in
town. Contact Cheryl Burrier of Lockhart Aero, 512/376-9608.
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
You can submit an event to the calendar
( http://www.aopa.org/pilot/calendar/addcal.cfm ), or search all events
( http://www.aopa.org/pilot/calendar.html ), on AOPA Online. For airport
details, see "AOPA's Airport Directory Online"
( http://www.aopa.org/members/airports ). For comments on calendar items,
contact ( mailto:calendar(at)aopa.org ).
ASF FLIGHT INSTRUCTOR REFRESHER CLINICS
(All clinics start at 7:30 a.m.)
The next AOPA Air Safety Foundation Flight Instructor Refresher Clinics
are scheduled in Long Beach, California, and Baltimore, January 25 and 26.
Clinics are also scheduled in Melbourne, Florida; Dallas/Fort Worth, Texas;
and Las Vegas, February 1 and 2. For the complete Flight Instructor
Refresher Clinic schedule, see AOPA Online
( http://www.aopa.org/asf/schedules/aboutfirc.html ).
ASF PINCH-HITTER GROUND-SCHOOL COURSES
(Pinch-Hitter courses start at 9:30 a.m.)
The next AOPA Air Safety Foundation Pinch-Hitter(R) Ground Schools will
take place in Dallas/Fort Worth, on February 2, and Sacramento, California,
February 9. For more Pinch-Hitter courses, see
( http://www.aopa.org/asf/schedules/pinch.html ).
ASF SAFETY SEMINARS
AOPA Air Safety Foundation Safety Seminars are scheduled in Mesa, Arizona,
and San Antonio, January 27; Tucson, Arizona, and Houston, January 28;
Fort Worth, Texas, January 29; and Austin, Texas, and Albuquerque, New
Mexico, January 30. The topic is "The Ups and Downs of Takeoffs and
Landings." For the complete schedule, see AOPA Online
( http://www.aopa.org/asf/schedules/sssite.html ).
*******************************
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Copyright (c) 2003. Aircraft Owners and Pilots Association
________________________________________________________________________________
| Subject: | RE: AOPA ePilot -- Vol. 5, Issue 3 |
| From: | "Randy Hansen" <rhansen(at)eaa.org> |
, ,
, , ,
, , ,
, , ,
, ,
, ,
, , ,
, , ,
, , ,
, ,
, , ,
Corky, Corky, Corky...EAA submitted this petition last September and it's listed
in the DOT Docket site as FAA-2002-13467
http://dms.dot.gov/search/searchFormSimple.cfm - in the search block enter 13467
and EAA's petition will come up. If you compare EAA's petition and AOPA's -----
AOPA copied the one I wrote for EAA. Except for the fact that they want
a 2-year study period (and they added "fluff" about AOPA's different divisions)
and we requested a 5-year study period...they are the same. AOPA must of liked
what I wrote for EAA.
Randy Hansen
EAA
-----Original Message-----
From: Isablcorky(at)aol.com [mailto:Isablcorky(at)aol.com]
blugoos1(at)bellsouth.net; dilatush(at)amigo.net; elj(at)shreve.net; jefay(at)juno.com;
sjficklen(at)mchsi.com; gcardinal(at)startribune.com; dickmarg(at)peganet.com;
grhans(at)cable-lynx.net; flyboy_120(at)webtv.net; gwmeadows(at)hotmail.com; Randy
Hansen; jhofmann(at)charter.net; jim_markle(at)mindspring.com; jmcnarry(at)escape.ca;
kipandbeth(at)earthlink.net; jkrzes(at)hotmail.com; llneal2(at)earthlink.net; Leeortho(at)aol.com;
LGililland(at)msn.com; Michael.D.Cuy(at)grc.nasa.gov; mikebell(at)sc.rr.com;
mrclean(at)arkansas.net; taildrags(at)hotmail.com; pietenpol-list-digest(at)matronics.com;
Skip.Gadd(at)ssa.gov; nfn00979(at)naples.net; TomTravis(at)aol.com; wbeevans(at)worldnet.att.net;
craigwilcox(at)peoplepc.com
Subject: Fwd: AOPA ePilot -- Vol. 5, Issue 3
In a message dated 1/17/2003 3:33:52 AM Central Standard Time, AOPA_ePilot(at)aopa.org
writes:
Just in case some of you didn't see this announcement I want to bring it to your
attention. I know it's meaningless to some of you KIDS but for some of us olders
it's mighty important
Corky in beautiful La
AOPA LAUNCHES NEW EFFORT FOR MEDICAL EXEMPTION
AOPA on Thursday hand-delivered to the FAA a request for an exemption that
would permit AOPA members exercising student or recreational pilot privileges
to use a valid driver's license in lieu of an FAA medical certificate. The
exemption would be valid for two years, and during that period AOPA and the
FAA would collect new data to validate previous AOPA studies showing that a
"driver's license medical" would not affect safety. AOPA and AOPA Air Safety
Foundation statistical analysis have shown that only about one-third of one
percent (0.3 percent) of GA accidents involved pilot incapacitation that could
have been predicted by a medical certificate examination. "AOPA has been
working since 1985 to reduce the medical requirements for pilots," said AOPA
President Phil Boyer. "Our goal remains no medical certificate for recreational
pilots. This exemption would be an interim step toward that goal. And AOPA
has the resources to collect and analyze an irrefutable mountain of data to
prove that a driver's license medical is the right thing to do." See
( http://www.aopa.org/whatsnew/newsitems/2003/03-1-030x.html ).
NEW PIPER DOWNSIZES COMPANY
The
________________________________________________________________________________
| From: | Kip & Beth Gardner <kipandbeth(at)earthlink.net> |
>
>My father in law, John Grega, developer of the GN-! air camper and long
>time supplier of plans advice and parts, passed away in November. Among
>the tons (literally) of items he left is his last project. It is a nearly
>completed R/C model of his airplane.
>
>if you have any interest in this or any of the estimated 1000 model
>airplane plans, old magazines, etc., let me know. As soon as we sort it
>out i will get back to you with particulars.
>
>Thanks,
>
>Jim Vydra
>Springfield, MO
Jim,
I moved up here to NE Ohio a little over a year ago & had hoped to meet
your Father-in-law sooner or later at some local aviation event. I'm sorry
that I won't have the chance. When I tell people around here I'm building a
Pietenpol, they almost invariably tell me a 'John Grega' story - he was a
well-liked guy and truly was something of an aviation legend - even in his
own 'back yard'. That's saying something.
My condolences to your family.
Kip Gardner
North Canton, OH
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
| Subject: | Re: RE: AOPA ePilot -- Vol. 5, Issue 3 |
Randy,
Forgive me for offending you and EAA. It is not my desire to get in between
two organizations who are attempting to help pass this new Sport pilot thing.
I only hope that you both forget WHO gets the credit and just get it passed.
Corky in La
________________________________________________________________________________
| From: | "DJ Vegh" <aircamper(at)imagedv.com> |
| Subject: | F.Lee Bailey's Comanchee |
yup... it's true. It can be your's now on ebay for a small token of
$245,000
http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&item=2905315675&category=20947
DJ
This email has been scanned for known viruses and made safe for viewing by Half
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________________________________________________________________________________
| From: | Michael D Cuy <Michael.D.Cuy(at)grc.nasa.gov> |
| Subject: | for you guys rebuilding Ford engines......... |
MODEL A FORD CARBURETOR MANUAL $5.991 Jan-25-03 06:17:38
MODEL T & MODEL A FORD BUYERS GUIDE $5.99-Jan-25-03 06:27:52
MODEL A RESTORER'S SHOP MANUAL $5.99-Jan-25-03 06:40:31
MODEL T FORD SERVICE MANUAL $5.99-Jan-25-03 06:53:54
FLATHEAD V8 FORD COMPLETE ENGINE MANUAL $5.991 Jan-25-03 07:08:26
DESIGN YOUR OWN MODEL A FORD BOOK $5.99-Jan-25-03 07:26:23
AA TRUCK MODEL A FORD TRUCK SHOP MANUAL $5.99-Jan-25-03 07:38:22
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | 4 good O-200 cyls. |
I THINK that my AP mentor has 4 good O-200 cylinders , that he would sell.
Let me know if anyone is interested.
walt
NX140DL
(north N.J.)
In very sunny, but very cold NJ -1F this AM
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
"Fishnet"
| Subject: | fix for drippy valve cover gaskets for A-65 |
During my inspection , my DAR recommended a fix for drippy gaskets. Think he said
something about silicon rubber gaskets. Not cheap but would fix the problem.
Anyone know what they are, and where to get them?
walt
NX140DL
(north N.J.)
I forget what it's like to sweat.
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: fix for drippy valve cover gaskets for A-65 |
They are red silicone rubber. Many places advertise them. One brand is
called "real gaskets"
----- Original Message -----
From: "walter evans" <wbeevans(at)worldnet.att.net>
Subject: Pietenpol-List: fix for drippy valve cover gaskets for A-65
>
> During my inspection , my DAR recommended a fix for drippy gaskets. Think
he said something about silicon rubber gaskets. Not cheap but would fix the
problem. Anyone know what they are, and where to get them?
> walt
> NX140DL
> (north N.J.)
>
> I forget what it's like to sweat.
>
>
________________________________________________________________________________
| From: | Dave and Connie <dmatthe1(at)rochester.rr.com> |
| Subject: | Re: fix for drippy valve cover gaskets for A-65 |
I put one on my Taylorcraft. I just bought it from my A&P/IA. I am
surprised that yours doesn't have them in stock.
Dave
Freezing in Retsof, NY
>
>
>During my inspection , my DAR recommended a fix for drippy gaskets. Think
>he said something about silicon rubber gaskets. Not cheap but would fix
>the problem. Anyone know what they are, and where to get them?
>walt
>NX140DL
>(north N.J.)
>
>I forget what it's like to sweat.
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
| Subject: | Re: fix for drippy valve cover gaskets for A-65 |
Kip,
Serves you right. As I once told you "you're the only one I've ever known who
retired and moved nawth".
Believe it or not my T/P Edwin Johnson met me at Lucien Field Tues after work
5:30 PM, about 45 to 50 degrees and actually test flew 41CC after a prop
change. He is an all weather, all season pilot flying an all weather, all
season (in La) plane.
Corky in all year round La
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | Re: fix for drippy valve cover gaskets for A-65 |
Corky,
Well,,,,,I'm on the edge of my ice cold seat. What's the poop on the new
prop?? Getting better results?
walt evans
Sitting here watching the cracks around my fingernails getting bigger. (and
----- Original Message -----
From: <Isablcorky(at)aol.com>
Subject: Re: Pietenpol-List: fix for drippy valve cover gaskets for A-65
>
> Kip,
> Serves you right. As I once told you "you're the only one I've ever known
who
> retired and moved nawth".
> Believe it or not my T/P Edwin Johnson met me at Lucien Field Tues after
work
> 5:30 PM, about 45 to 50 degrees and actually test flew 41CC after a prop
> change. He is an all weather, all season pilot flying an all weather, all
> season (in La) plane.
> Corky in all year round La
>
>
________________________________________________________________________________
| From: | "rod wooller" <rodwooller(at)hotmail.com> |
Group,
The fuselage plans show the cross struts supporting the ply stiffener at the
front cabane position above the ply and extending to the outside edges of
the longerons.
The ply stiffener at the rearwards position has the cross struts below and
inside the longerons (like all the others).
Anyone know the reason for this ?
Rod Wooller
Chidlow
Australia
The new MSN 8: smart spam protection and 2 months FREE*
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
| Subject: | Re: fix for drippy valve cover gaskets for A-65 |
Walt,
It's about 28 now so I'm staying inside.
The Flottorp prop worked well. Two flights last Tuesday in the cold. There
was a crack from the center hole to one of the bolt holes. OK for a Piet, I
guess, but decided to get a new Hegy 72X42. It should be here in a couple of
weeks. I'll feel more comfortable.
Corky in cold La
________________________________________________________________________________
| From: | "Carl Loar" <skycarl(at)megsinet.net> |
| Subject: | Re: Cross struts |
Rod,, Seems like this was discussed on here a few years ago. Might want to
check the archives on it. I did mine according to the plans and it worked
out fine.
Carl
----- Original Message -----
From: "rod wooller" <rodwooller(at)hotmail.com>
Subject: Pietenpol-List: Cross struts
>
>
> Group,
> The fuselage plans show the cross struts supporting the ply stiffener at
the
> front cabane position above the ply and extending to the outside edges of
> the longerons.
> The ply stiffener at the rearwards position has the cross struts below and
> inside the longerons (like all the others).
>
> Anyone know the reason for this ?
>
> Rod Wooller
> Chidlow
> Australia
>
>
> The new MSN 8: smart spam protection and 2 months FREE*
>
>
________________________________________________________________________________
| From: | "Ted Brousseau" <nfn00979(at)naples.net> |
| Subject: | Re: fix for drippy valve cover gaskets for A-65 |
I put them on my engine about 4 years ago. Not one drop since. The great
bonus is that you can take the covers off and put them back one "forever"
and they just keep on working. I think I paid about $6.50 each. Just look
in Trade a Plane for the cheapest or order from ACS.
Ted
----- Original Message -----
From: "walter evans" <wbeevans(at)worldnet.att.net>
Subject: Pietenpol-List: fix for drippy valve cover gaskets for A-65
>
> During my inspection , my DAR recommended a fix for drippy gaskets. Think
he said something about silicon rubber gaskets. Not cheap but would fix the
problem. Anyone know what they are, and where to get them?
> walt
> NX140DL
> (north N.J.)
>
> I forget what it's like to sweat.
>
>
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
Pieters,
Would someone out there in space please furnish me the e mail, phone, or mail
address of Carlson Aircraft. The company that sells those extruded aluminum
streamline struts. Thanks
Corky in La
________________________________________________________________________________
| From: | Gdascomb(at)aol.com |
www.sky-tek.com or 1-330-426-3934
________________________________________________________________________________
| From: | "Gary L Bell" <glbell(at)midohio.net> |
Corky,
They have an add in the classified section of Kitplans Magazine. The
address is Carlson Aircraft, 50643 S. R. 14, P.O. Box 88, East
Palestine, Ohio 44413. Phone 330-426-3934. Fax : 330-426-1144. Email
:mlc@sky-tec.com; www.sky-tec.com
Hope this helps you.
Gary Bell (working on the left wing of the three piece wing )
2544 Panhandle Rd
Delaware, Ohio 43015
----- Original Message -----
From: <Isablcorky(at)aol.com>
Subject: Pietenpol-List: E address
>
> Pieters,
> Would someone out there in space please furnish me the e mail, phone, or
mail
> address of Carlson Aircraft. The company that sells those extruded
aluminum
> streamline struts. Thanks
> Corky in La
>
>
________________________________________________________________________________
| From: | "Richard Navratril" <horzpool(at)goldengate.net> |
I went out to Winsted, Mn. to see Felix Quast's Pietenpol last weekend. He has
a C-90 engine for sale with 30 smoh for sale. It has the starter and generator
with it. He is asking $6000. His cell phone is 612-735-4078.
Dick
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
Thanks Gary
Corky
________________________________________________________________________________
| Subject: | Re: Cross struts |
| From: | catdesigns(at)juno.com |
My guess is they are on top to help hold/brace the front instrument panel and make
a little more leg room.
Chris
Sacramento, CA
---------- "rod wooller" writes:
From: "rod wooller" <rodwooller(at)hotmail.com>
Subject: Pietenpol-List: Cross struts
Date: Sun, 19 Jan 2003 16:57:56 +0800
Group,
The fuselage plans show the cross struts supporting the ply stiffener at the
front cabane position above the ply and extending to the outside edges of
the longerons.
The ply stiffener at the rearwards position has the cross struts below and
inside the longerons (like all the others).
Anyone know the reason for this ?
Rod Wooller
Chidlow
Australia
The new MSN 8: smart spam protection and 2 months FREE*
________________________________________________________________________________
| From: | "Oscar Zuniga" <taildrags(at)hotmail.com> |
| Subject: | Corvair College webpage |
Okay, folks; anyone interested in photos and story from the Alamo City
Corvair College can go to http://www.flysquirrel.net/AlamoCollege/ACCC.html
and get the scoop. I broke it up into three pages to keep the page loading
faster; links to pages 2 and 3 are at the bottom of the first page, or you
can hit them individually at
http://www.flysquirrel.net/AlamoCollege/ACCC.html
http://www.flysquirrel.net/AlamoCollege/ACCC2.html
http://www.flysquirrel.net/AlamoCollege/ACCC3.html
My thanks to one and all for the overwhelming interest and for driving way
out to our little country airstrip for the College. It sure was great to
meet so many of you and to share our common interest in homebuilding. Oh,
and if anyone notices errors, contradictions, outright lies, or other
glaring deficiencies in my write-up... let me know and I'll try to fix
things.
Oscar Zuniga
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
Pieters,
Need a little help in finding sources for parts both new and used for a Lyc
235 engine. I have a case, crank,cam, four con rods and cyls, and back plate
and starter ring, and oil pan. Especially need rocker arms, push rods and
tubes, two mags.
New parts will be bearings, piston and pins etc. I don't have a trade a plane
so I would appreciate any expertise on suppliers. Thanks
Corky in La
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | BRS parachute system in a Piet |
From talking to BRS parachutes I guess that at least one Piet has one of
these systems installed.
I would like to here from anybody who has one as to the installation.
Also thanks to Dan for suggesting the Asuza brakes from Comet cart sales
The price was right and the service was good. They fit the existing 5" drums
on my 8.00x 4 piper cub wheels just fine. I will have to modify the backing
plate a little to fit the undercarriage but that is pretty simple. It looks
like
the easiest place for pedals is toe brakes on the rudder pedals. As I am making
a single seater being 6'4" tall I will use the front pedals only and add
toe brakes
Les
________________________________________________________________________________
| From: | "Gadd, Skip" <Skip.Gadd(at)ssa.gov> |
| Subject: | Corvair College webpage |
Oscar,
Nice job on the web pages.
Thanks for the time and effort.
Skip
-----Original Message-----
>Okay, folks; anyone interested in photos and story from the Alamo City
>Corvair College can go to http://www.flysquirrel.net/AlamoCollege/ACCC.html
>Oscar Zuniga
________________________________________________________________________________
| Subject: | Re: it's so stinking cold/ are we there yet? |
I can't really see how you guys in the North can gripe about the cold.
But boy down here in Southern Oklahoma it's been in the upper 20's.
We are not used to this weather, and the farmers around here have rarely ever
had to break ice for their cattle, but for the last couple days they been
having to do it.
Hope it warms up in a couple days so all of us can thaw out.
dan
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | Re: it's so stinking cold/ are we there yet? |
dan,
We can gripe cause it's never been this cold for this long. The NY harbor
is freezing and stopping the ferry services, the rivers are freezing, even
the ocean/bays are freezing.
We're all one electronic burp from our furnaces quitting and sending us
into a nightmare.
In spite of what the rest of the country's image of New Jersey is, we
are one of the top states in horse raising, and dairy farming, and I feel
sorry for the farmers that have to deal with this weather, and the animals
that have to suffer thru it.
walt in NJ (I know, what exit)
is it cold in here , or is it me?
----- Original Message -----
From: <ZigoDan(at)aol.com>
Subject: Re: Pietenpol-List: it's so stinking cold/ are we there yet?
>
> I can't really see how you guys in the North can gripe about the cold.
> But boy down here in Southern Oklahoma it's been in the upper 20's.
> We are not used to this weather, and the farmers around here have rarely
ever
> had to break ice for their cattle, but for the last couple days they been
> having to do it.
> Hope it warms up in a couple days so all of us can thaw out.
>
> dan
>
>
________________________________________________________________________________
| From: | Kip & Beth Gardner <kipandbeth(at)earthlink.net> |
| Subject: | Re: it's so stinking cold/ are we there yet? |
>
>
>dan,
>We can gripe cause it's never been this cold for this long. The NY harbor
>is freezing and stopping the ferry services, the rivers are freezing, even
>the ocean/bays are freezing.
>We're all one electronic burp from our furnaces quitting and sending us
>into a nightmare.
> In spite of what the rest of the country's image of New Jersey is, we
>are one of the top states in horse raising, and dairy farming, and I feel
>sorry for the farmers that have to deal with this weather, and the animals
>that have to suffer thru it.
>walt in NJ (I know, what exit)
>is it cold in here , or is it me?
>----- Original Message -----
>From: <ZigoDan(at)aol.com>
>To:
>Subject: Re: Pietenpol-List: it's so stinking cold/ are we there yet?
>
>
>>
>> I can't really see how you guys in the North can gripe about the cold.
>> But boy down here in Southern Oklahoma it's been in the upper 20's.
>> We are not used to this weather, and the farmers around here have rarely
>ever
>> had to break ice for their cattle, but for the last couple days they been
>> having to do it.
>> Hope it warms up in a couple days so all of us can thaw out.
>>
>> dan
Well, Corky reminded me a few days ago that I had no cause to gripe, seeing
as I voluntarily abandoned the South for this lovely winter weather in OH.
However, it was 17 degrees in Jacksonville, FL last night & will be almost
as cold tonight. I need to call my sister & see if she still has orange
trees.
Actually, I don't mind the cold and snow as much as I thought I would, but
I sure hate all the corrosives they dump on the roads to keep them clear -
sorta gives the phrase 'salt of the earth' a new meaning ;).
Funny thing that we haven't heard from any of the guys in the western part
of the country during this cold snap - maybe they're too busy getting a
tan!
Les Shubert, just remember to make sure you have some way of keeping your
foot pressure from going directly to the rudder if you are only going to
use the front pedals. The rudder bar prevents this in the 2-place
configuration.
Cheers!
KIp Gardner (waiting for a chance to wash the gray salt sludge off my cars)
North Canton, OH
________________________________________________________________________________
| From: | Kip & Beth Gardner <kipandbeth(at)earthlink.net> |
| Subject: | Re: Lyc 235 parts |
>
>Pieters,
>Need a little help in finding sources for parts both new and used for a Lyc
>235 engine. I have a case, crank,cam, four con rods and cyls, and back plate
>and starter ring, and oil pan. Especially need rocker arms, push rods and
>tubes, two mags.
>New parts will be bearings, piston and pins etc. I don't have a trade a plane
>so I would appreciate any expertise on suppliers. Thanks
>Corky in La
Corky,
Try the 'engines' subsection of the aviation section on eBay. I think I saw
some O-235 stuff on there in the last day or two.
Keep warm!
Kip Gardner
North Canton, OH
________________________________________________________________________________
| From: | "Richard Navratril" <horzpool(at)goldengate.net> |
| Subject: | Re: it's so stinking cold/ are we there yet? |
Hey Walt
Dont worry too hard for the animals. Those winter coats give plenty of
protection. The worst part of winter for cattle is leaving them in a barn
for too long. All that body heat can make them sick. Our horses can come
inside when they want and thats not often.
Dick
----- Original Message -----
From: "walter evans" <wbeevans(at)worldnet.att.net>
Subject: Re: Pietenpol-List: it's so stinking cold/ are we there yet?
>
> dan,
> We can gripe cause it's never been this cold for this long. The NY harbor
> is freezing and stopping the ferry services, the rivers are freezing,
even
> the ocean/bays are freezing.
> We're all one electronic burp from our furnaces quitting and sending us
> into a nightmare.
> In spite of what the rest of the country's image of New Jersey is,
we
> are one of the top states in horse raising, and dairy farming, and I feel
> sorry for the farmers that have to deal with this weather, and the animals
> that have to suffer thru it.
> walt in NJ (I know, what exit)
> is it cold in here , or is it me?
> ----- Original Message -----
> From: <ZigoDan(at)aol.com>
> To:
> Subject: Re: Pietenpol-List: it's so stinking cold/ are we there yet?
>
>
> >
> > I can't really see how you guys in the North can gripe about the cold.
> > But boy down here in Southern Oklahoma it's been in the upper 20's.
> > We are not used to this weather, and the farmers around here have rarely
> ever
> > had to break ice for their cattle, but for the last couple days they
been
> > having to do it.
> > Hope it warms up in a couple days so all of us can thaw out.
> >
> > dan
> >
> >
>
>
________________________________________________________________________________
| From: | rhartwig11(at)juno.com |
I'm glad were not experiencing the same cold weather that the rest of you
are having--so far for January we're 2.3 degrees above normal here in
southern Wisconsin. Over the past twenty-four hours it has warmed up 24
degrees and is now 12F above.........time to get out the short sleeve
shirts.
Dick H.
________________________________________________________________________________
| From: | Mike <bike.mike(at)verizon.net> |
| Subject: | Re: Cool weather |
Yeah, out here in my part of coastal California the weather's been pretty
cool, too. 63-66 F highs and 40-45 F lows. Terrible, just terrible! We
never get any plane building done because the weather is so good for flying.
(When the fog burns off).
Mike
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
| Subject: | Re: it's so stinking cold/ are we there yet? |
Pieters,
Speaking of the fisherman, yesterday I received a very nice e mail from him
giving the details of an EAA chapter meeting he hosted. It was a good letter
and very informative. Anyone interested I would be happy to forward.
Corky in La who likes everyone except those FAA beauros
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | Re: it's so stinking cold/ are we there yet? |
My impression of the Fisherman, was that he was an interesting and
intelligent guy. Think what ruffled alot of feathers in the group, was his
insistance of all of his input being peppered with his "tongue in cheek"
humor. Alot of this humor could have/did have some of the newer builders
believing his jokes were proper building options. ( the bamboo was the
best)
But instead of taking advice to tone it down, he came back with an attitude.
My feeling is that, in this world there's a place for all of us, and I like
most people.
Some day I'd like to meet him.
walt evans
----- Original Message -----
From: <Isablcorky(at)aol.com>
Subject: Re: Pietenpol-List: it's so stinking cold/ are we there yet?
>
> Pieters,
> Speaking of the fisherman, yesterday I received a very nice e mail from
him
> giving the details of an EAA chapter meeting he hosted. It was a good
letter
> and very informative. Anyone interested I would be happy to forward.
> Corky in La who likes everyone except those FAA beauros
>
>
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
"Fishnet"
| Subject: | yet another weight and balance form |
Don't know if this one was posted before. It from the Dawn Patrol site. Seemed
pretty easy, and non confusing, for those of you at that building point. Or
if you just want to practice.
http://www.kcdawnpatrol.org/Wghtbal.htm
download it from the bottom of the page
walt
NX140DL
(north N.J.)
________________________________________________________________________________
| From: | "D. Engelkenjohn" <wingding(at)usmo.com> |
| Subject: | Siphon Sand Blaster |
Hey Piet Persons:
I just went to Walmart to get some oil and found they had their
siphon feed sand blasters on close out for $3.54 each. They are
Campbell-Hausfield brand, and are not pressure feed or anything, but
they only require 3.5 hp to work and at $3.54, they are more than a
bargain. Great to blast all the metal parts on a Piet. They have ceramic
nozzles by the way.
Dennis Engelkenjohn
________________________________________________________________________________
| From: | clif <cdawson5854(at)shaw.ca> |
I was just checking up on those British blokes.
Looking through the list and pics of flying Piets
I noticed something.
All of them appear to have only ONE strut brace,
on the front strut only, nothing on the rear.
________________________________________________________________________________
| From: | "Skip Gadd" <csfog(at)earthlink.net> |
| Subject: | Motor Cycle rims |
What a bummer!
I got 160 X 21 aluminum rims at a motor cycle junk yard in N Carolina 3 or
4 years ago. They look like the new rims on Frank Pavliga's ship and also
the wheels on Will Graff's Piet. Lately I have been working on them trying
to figure out the spoke pattern and such and deciding if I will lace them
myself or just send them to Buchanan's.
Any way I found that one has a crack about 1/2" at the weld. Looked at the
other rim and it is cracked on both sides, at the weld.
Do all aluminum rims get this way and just continue to get used?
or
Can they be welded?
or
Are these things junk?
Thanks,
Skip
--- Skip + Cinda Gadd
--- csfog(at)earthlink.net
________________________________________________________________________________
| From: | Janis Nielsen <nielsen5052(at)yahoo.com> |
| Subject: | Re: it's so stinking cold/ are we there yet? |
We would love to have some of your cold out here in
Utah. If you have any snow to spare send it our way.
We are in our fifth year of drought and if we don't
get snow, we won't be able to water our lawns this
year.
Am just starting flying lessons this month. Been doing
the ground school on the internet. Take to the air for
the first time on Saturday. Hope to start my Piet in
March or April.
Bruce Nielsen
Spanish Fork, UT
________________________________________________________________________________
| From: | Kip & Beth Gardner <kipandbeth(at)earthlink.net> |
| Subject: | Re: it's so stinking cold/ are we there yet? |
>
>We would love to have some of your cold out here in
>Utah. If you have any snow to spare send it our way.
>We are in our fifth year of drought and if we don't
>get snow, we won't be able to water our lawns this
>year.
>Am just starting flying lessons this month. Been doing
>the ground school on the internet. Take to the air for
>the first time on Saturday. Hope to start my Piet in
>March or April.
>
>Bruce Nielsen
>Spanish Fork, UT
Wish I could Bruce! The 'light dusting' predicted for this AM is now up to
5" and still coming down.
Good luck on your lessons - I've been doing it in the opposit direction -
flying instruction first & I'll get to ground instruction later (I'm
readind a textbook in conjuction with my lessons, but it's not formal
ground instruction).
BTW, anyone who ever happens to be up this way, I want to recommend a visit
to the MAPS Air Museum at Akron-Canton Regional Airport. Our EAA chapter
took a field trip yesterday (several members of our Chapter are MAPS
members).
The museum is a 'work in progress', but they have a number of aircraft on
display in the old Air National Guard Hangar they recently acquired,
including a B-25, P-51, L-2, L-17 (Navion), the oldest known aircraft built
in OH (A 1908 'hang glider'), etc.
However, the neat part about the museum is that they have a number of
projects under restoration in their workshop area, includind a B-26
(rescued from the Yukon), PT-19, T-28, SBD, and MIG-17 (you can get into
the cocpit of the MIG),among others. The cool part is that the workshop is
part of the exhibit & you can wander around looking at everything & talking
with various volunteers who are doing the restoration work.
Anyway, it was a great way to spend a cold January afternoon (why is it
that big, old hangars always seem colder than the outside?).
Now back to my own project!
Cheers!
Kip Gardner
North Canton, OH
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | Re: it's so stinking cold/ are we there yet? |
Winter weather isn't so bad. Currently +8C (+40F)
sun shining and about 4-5" of snow on the ground
think I should keep working on my Piet.
Les in Calgary Alberta Canada
>
>
> >
> >We would love to have some of your cold out here in
> >Utah. If you have any snow to spare send it our way.
> >We are in our fifth year of drought and if we don't
> >get snow, we won't be able to water our lawns this
> >year.
> >Am just starting flying lessons this month. Been doing
> >the ground school on the internet. Take to the air for
> >the first time on Saturday. Hope to start my Piet in
> >March or April.
> >
> >Bruce Nielsen
> >Spanish Fork, UT
>
>Wish I could Bruce! The 'light dusting' predicted for this AM is now up to
>5" and still coming down.
>
>Good luck on your lessons - I've been doing it in the opposit direction -
>flying instruction first & I'll get to ground instruction later (I'm
>readind a textbook in conjuction with my lessons, but it's not formal
>ground instruction).
>
>BTW, anyone who ever happens to be up this way, I want to recommend a visit
>to the MAPS Air Museum at Akron-Canton Regional Airport. Our EAA chapter
>took a field trip yesterday (several members of our Chapter are MAPS
>members).
>
>The museum is a 'work in progress', but they have a number of aircraft on
>display in the old Air National Guard Hangar they recently acquired,
>including a B-25, P-51, L-2, L-17 (Navion), the oldest known aircraft built
>in OH (A 1908 'hang glider'), etc.
>
>However, the neat part about the museum is that they have a number of
>projects under restoration in their workshop area, includind a B-26
>(rescued from the Yukon), PT-19, T-28, SBD, and MIG-17 (you can get into
>the cocpit of the MIG),among others. The cool part is that the workshop is
>part of the exhibit & you can wander around looking at everything & talking
>with various volunteers who are doing the restoration work.
>
>Anyway, it was a great way to spend a cold January afternoon (why is it
>that big, old hangars always seem colder than the outside?).
>
>Now back to my own project!
>
>Cheers!
>
>Kip Gardner
>
>
>North Canton, OH
>
>
________________________________________________________________________________
| From: | "Alex Sloan" <alexms1(at)bellsouth.net> |
| Subject: | Re: it's so stinking cold/ are we there yet? |
Good for you Bruce. Keep it up. and good luck with the Piet.
Alex Sloan in Cold Alabama
----- Original Message -----
From: "Janis Nielsen" <nielsen5052(at)yahoo.com>
Subject: Re: Pietenpol-List: it's so stinking cold/ are we there yet?
>
> We would love to have some of your cold out here in
> Utah. If you have any snow to spare send it our way.
> We are in our fifth year of drought and if we don't
> get snow, we won't be able to water our lawns this
> year.
> Am just starting flying lessons this month. Been doing
> the ground school on the internet. Take to the air for
> the first time on Saturday. Hope to start my Piet in
> March or April.
>
> Bruce Nielsen
> Spanish Fork, UT
>
>
________________________________________________________________________________
| Subject: | Re: it's so stinking cold/ are we there yet? |
In a message dated 1/26/03 10:45:11 AM Eastern Standard Time,
nielsen5052(at)yahoo.com writes:
> Am just starting flying lessons this month. Been doing
> the ground school on the internet. Take to the air for
> the first time on Saturday. Hope to start my Piet in
> March or April.
>
> Bruce Nielsen
> Spanish Fork, UT
>
Do check out Steve Eldredge's plane if you haven't already.
Great source of Piet info there too !
-dennis
Gate City, VA
(Visited with Steve back in Mar of '01 )
________________________________________________________________________________
| From: | Michael D Cuy <Michael.D.Cuy(at)grc.nasa.gov> |
| Subject: | Dawn Patrol's Smoke System |
Group---from time to time people want to install smoke systems on
planes. They are a riot, lemmie tell you.
Anyway.....after Walt Evans mentioned the Dawn Patrol site, I had to go
there. I would love one of those puppies but why have TWO slow
planes. Anyway, they have a good write-up at the site below of how they
installed their smoke systems.
Mike C.
________________________________________________________________________________
| From: | "Oscar Zuniga" <taildrags(at)hotmail.com> |
| Subject: | instrument layout |
Howdy, low 'n' slow fliers;
The folks at "ePanel Builder" added the Piet instrument panel that I sent
them, so now you can pass those dreary winter days arranging your panel
layout. Go to http://www.epanelbuilder.com and now the Piet is one of the
choices after you click on 'begin building your panel'. The panel is for
the rear cockpit; the front is a bit larger but no one seems to be putting
anything in the front 'pit.
Go ahead; put in a moving map, HSI "glass cockpit" ;o)
Oscar Zuniga
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
Jim,
If you have any pre 1960 EAA Sport Aviation magazines, EAA Experimenter
magazines, or Popular Aviation magazines from the 1930's, I might be
interested.
Chris Bobka
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of jim vydra
Subject: Pietenpol-List: John Grega
My father in law, John Grega, developer of the GN-! air camper and long time
supplier of plans advice and parts, passed away in November. Among the tons
(literally) of items he left is his last project. It is a nearly completed
R/C model of his airplane.
if you have any interest in this or any of the estimated 1000 model airplane
plans, old magazines, etc., let me know. As soon as we sort it out i will
get back to you with particulars.
Thanks,
Jim Vydra
Springfield, MO
________________________________________________________________________________
| Subject: | Re: Dawn Patrol's Smoke System |
In a message dated 1/27/03 11:42:11 AM Central Standard Time,
Michael.D.Cuy(at)grc.nasa.gov writes:
<< Anyway, they have a good write-up at the site below of how they
installed their smoke systems. >>
Mike,
Is yours a similar system ? What is that web site ? I would really like to
install a smoke system, however, in todays world of suspected terrorists, I
supose you would have to be cautious about where you lay down smoke...
Chuck Gantzer
________________________________________________________________________________
| From: | John_Duprey(at)vmed.org |
| Subject: | Re: Dawn Patrol's Smoke System |
01/28/2003 07:52:49 AM
http://www.kcdawnpatrol.org/
________________________________________________________________________________
| From: | "Oscar Zuniga" <taildrags(at)hotmail.com> |
Pieters-
There was a very interesting (simple, cheap) smoke system written up in last
month's EAA Experimenter by the designer of the Legal Eagle, Leonard
Milholland. It features an empty propane bottle like you use on a camp
stove or brazing torch. He fitted a Schrader (bicycle tire) valve to it,
fills it about 3/4 full with oil and then pressurizes it with compressed air
from his shop, and goes flying. He uses the knob/valve that comes with the
bottle to control the flow of smoke oil. It seems somewhat easier to
operate than the hand-pumped fertilizer sprayer method.
Oscar Zuniga
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
The new MSN 8: smart spam protection and 2 months FREE*
________________________________________________________________________________
| From: | Michael D Cuy <Michael.D.Cuy(at)grc.nasa.gov> |
Chuck--if you search the Matronics archives I wrote a long explanation of
how I installed my smoke system. It's in there somewhere...
Mike C.
________________________________________________________________________________
| From: | "Barry Davis" <bed(at)mindspring.com> |
| Subject: | Ribs to Spar Connection |
How is the best way to connect the rib to the spar. Plans show nailing down and
up thru the rib into the spar caps. Other sources say don't do that, either glue
or nail thru a rib upright into the side of the spar. What has been the most
successful?
Barry Davis
________________________________________________________________________________
| Subject: | Re: strut bracing |
I once read an article about the different terminology used in aircraft
parts.
The one I remember most is Jury Struts, the name came from the Courts where
in front of a Judge and Jury people fates were decided. In short jury struts
were named so because they decided whether you live or died.
Case in point involved a friend of mine who left his jury struts off of his
Challenger 2 aircraft, said it made refueling easier. His right wing folded
after about 125 hours flight time.
Point is do not delete anything from the plans, they have a purpose. And if
the Brits jump off a cliff I suggest you don't follow.
Dan
________________________________________________________________________________
| From: | "Hubbard, Eugene" <ehubbard(at)titan.com> |
Dan, check the plans. The jury struts aren't there. We've had a lot of
discussion on why they're not there, and why BHP got away with it, and why
we need them, but it's not as simple as blindly following the plans. BTW,
is the horizontal stab on your plane held on with #7 wood screws, as the
plans say?
Gene
-----Original Message-----
From: ZigoDan(at)aol.com [mailto:ZigoDan(at)aol.com]
Subject: Re: Pietenpol-List: strut bracing
I once read an article about the different terminology used in aircraft
parts.
The one I remember most is Jury Struts, the name came from the Courts where
in front of a Judge and Jury people fates were decided. In short jury
struts
were named so because they decided whether you live or died.
Case in point involved a friend of mine who left his jury struts off of his
Challenger 2 aircraft, said it made refueling easier. His right wing folded
after about 125 hours flight time.
Point is do not delete anything from the plans, they have a purpose. And if
the Brits jump off a cliff I suggest you don't follow.
Dan
________________________________________________________________________________
| Subject: | Re: strut bracing |
Gene,
I have not looked at my plans in a long time. All I am saying is that don't
by any means delete something just for convince. Adding parts like jury
struts, better AN hardware is an improvement in my opinion. Thanks for
correcting me on my oversight.
Dan
________________________________________________________________________________
| From: | "Miller, Matt (CEI-Atlanta)" <Matt.Miller(at)cox.com> |
I know this subject has been discussed at great lengths before, but here goes...I
plan on using 600x6 wheels and brakes. I want to put toe brakes in the rear
cockpit. I have heard rumors of plans for toe brakes that were published way
back in the BPA newsletter. If anyone has information on how to build a simple,
rudder pedal/ toe brake, please let me know. Any drawings or photos would help.
I am going to use GN-1 style pedals in the front. Matt Miller
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | Re: Ribs to Spar Connection |
Barry,
I didn't use any nails to fasten ribs to spar. First, in making the ribs, I
used a trick shown in Fisher Flying Prod. plans for a 404 that I built,
that I really liked. It was a way to use two sliding blocks to solidly
position the uprights of the rib. This is where the rib mates up to the
side of the spar. Since the uprights were all exactly in the same place ,
they mated perfectly, for a good tight glue fit. They were glued and
clamped only.
The gussets that butt up to the spar anywhere, should be left off, and added
after the ribs are glued. This is so that you don't have to try to slide
the perfectly fitting ribs down the spar without tearing your hair out.
(get a rough trammel before you do first glueing)
Then another whole step is to put in the little wedges under the top of the
spar, where the rib angles past and has to rest on the spar.
Glueing the wing is where those PVC clamp REALLY come in handy.
Another hint to save yourself alot of grief,,,,take ALL the ribs on the
bench up tight to each other. Put a piece of wood down both slots where the
spars are going, and clamp. now all the ribs are a beautiful solid wood
structure. Now the trick is to even up exactly, the trailing edge and the
leading edge,,,EXACTLY. Only takes a few minutes, and will save grief
putting on the leading edge wood and trailing edge. Won't get any gaps, and
a nice tight job without the LE looking like a wavey pretzel.
I can send you any photos, if you'd like, or you can see the ribs/wing on my
Yahoo thing at
http://photos.yahoo.com/joepiet
walt evans.
----- Original Message -----
From: "Barry Davis" <bed(at)mindspring.com>
Subject: Pietenpol-List: Ribs to Spar Connection
>
> How is the best way to connect the rib to the spar. Plans show nailing
down and up thru the rib into the spar caps. Other sources say don't do
that, either glue or nail thru a rib upright into the side of the spar. What
has been the most successful?
> Barry Davis
>
>
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
"Fishnet"
| Subject: | can corperate jets "see" me? |
About 20 miles from our airport is Morristown which many corperate jets fly into.
Many summer evenings we are out at the field flying and bull crapping, when
a jet comes thru , directly overhead, at less than 2000 feet, and he's stepping
right along I guess about 200MPH. ( I don't know,,,but it's fast)
I realize that when we're in VFR everyone's in VFR, but are we at the mercy of
that pilot's ability to see my antique wire strung butt, or do they have RADAR
or some other form of anti-collision systems?
walt
NX140DL
(north N.J.)
don't want to be a bug on a Boeing
________________________________________________________________________________
| From: | lshutks(at)webtv.net (Leon Stefan) |
Matt: There is some good generic stuff on rudder peddle brakes that you
may be able to apply to your Piet. in one of the Tony Bengilis books. If
you don't have these books, get them. They are worth their weight in
gold. I'm using heal master cyls. with the rudder bar. Leon S.
________________________________________________________________________________
| From: | mark deacon <wrenchspinner1(at)yahoo.com> |
| Subject: | Re: can corperate jets "see" me? |
Walt
You are both at the mercy of your ability to
"see and avoid". Any electronic collision avoidance
they would have on board is dependent on "both"
aircraft being equipped with a transponder. Not
exactly standard equipment on a Piet. Commercial
aircraft Radars are for weather avoidance. Only
military aircraft and even then probably only fighters
have RADAR that will show other aircraft.
So keep yer eyes open and be careful out there.
Mark Deacon
--- walter evans wrote:
>
>
> About 20 miles from our airport is Morristown which
> many corperate jets fly into. Many summer evenings
> we are out at the field flying and bull crapping,
> when a jet comes thru , directly overhead, at less
> than 2000 feet, and he's stepping right along I
> guess about 200MPH. ( I don't know,,,but it's fast)
> I realize that when we're in VFR everyone's in VFR,
> but are we at the mercy of that pilot's ability to
> see my antique wire strung butt, or do they have
> RADAR or some other form of anti-collision systems?
> walt
> NX140DL
> (north N.J.)
>
> don't want to be a bug on a Boeing
________________________________________________________________________________
| From: | "DJ Vegh" <aircamper(at)imagedv.com> |
| Subject: | Re: can corperate jets "see" me? |
not sure about all corporate jets, but I know that the Citation Excel my dad
flies has TCAS. Tells him where the traffic is. If the traffic gets too
close he gets a "Traffic Resolution" (or called something like that)
warning. The resolution warning tells him what to do.. climb, descent, etc.
FAR's require him to comply with the resolution warning.
DJ Vegh
N74DV
www.raptoronline.com
Mesa, AZ
----- Original Message -----
From: "walter evans" <wbeevans(at)worldnet.att.net>
Subject: Pietenpol-List: can corperate jets "see" me?
>
> About 20 miles from our airport is Morristown which many corperate jets
fly into. Many summer evenings we are out at the field flying and bull
crapping, when a jet comes thru , directly overhead, at less than 2000 feet,
and he's stepping right along I guess about 200MPH. ( I don't know,,,but
it's fast)
> I realize that when we're in VFR everyone's in VFR, but are we at the
mercy of that pilot's ability to see my antique wire strung butt, or do they
have RADAR or some other form of anti-collision systems?
> walt
> NX140DL
> (north N.J.)
>
> don't want to be a bug on a Boeing
>
>
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________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
Matt
Are you going hydraulic or mechanical for your brakes. I have been working
on a design for mechanical toe brakes for the rudder bar. not quite
finished yet but soon.
Les
>
>
>I know this subject has been discussed at great lengths before, but here
>goes...I plan on using 600x6 wheels and brakes. I want to put toe brakes
>in the rear cockpit. I have heard rumors of plans for toe brakes that were
>published way back in the BPA newsletter. If anyone has information on how
>to build a simple, rudder pedal/ toe brake, please let me know. Any
>drawings or photos would help. I am going to use GN-1 style pedals in the
>front. Matt Miller
>
>
________________________________________________________________________________
| From: | "DJ Vegh" <aircamper(at)imagedv.com> |
| Subject: | Re: can corperate jets "see" me? |
Good point Mark,
I keep forgetting that most of you don't live/fly within a 30nm radius of
Class B like I do. I'm used to every aircraft that has electric having a
mode C xpnder.
I stand a bit corrected.... the TCAS in my dad's Citation wouldn't see a non
xpnder equipped aircraft.
DJ Vegh
N74DV
www.raptoronline.com
Mesa, AZ
----- Original Message -----
message posted by: mark deacon
Any electronic collision avoidance
> they would have on board is dependent on "both"
> aircraft being equipped with a transponder. Not
> exactly standard equipment on a Piet.
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________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | Re: can corperate jets "see" me? |
C'mon guys,,,I'm getting nervous!!
walt
----- Original Message -----
From: "DJ Vegh" <aircamper(at)imagedv.com>
Subject: Re: Pietenpol-List: can corperate jets "see" me?
>
> Good point Mark,
>
> I keep forgetting that most of you don't live/fly within a 30nm radius of
> Class B like I do. I'm used to every aircraft that has electric having a
> mode C xpnder.
>
> I stand a bit corrected.... the TCAS in my dad's Citation wouldn't see a
non
> xpnder equipped aircraft.
>
> DJ Vegh
> N74DV
> www.raptoronline.com
> Mesa, AZ
>
>
> ----- Original Message -----
>
> message posted by: mark deacon
> Any electronic collision avoidance
> > they would have on board is dependent on "both"
> > aircraft being equipped with a transponder. Not
> > exactly standard equipment on a Piet.
>
>
> This email has been scanned for known viruses and made safe for viewing by
Half Price Hosting, a leading email and web hosting provider. For more
information on an anti-virus email solution, visit
<http://www.halfpricehosting.com/av.asp>.
>
>
________________________________________________________________________________
| From: | "Alan James" <MADjames(at)theknapp.freeserve.co.uk> |
| Subject: | Re: strut bracing |
Gene,
Most UK Piets have been built to a slightly modified drawing by Jim Wills
and approved by our PFA who oversee such things. The main differences
include:
1. A three piece wing with (optional) auto-aileron connect facility.
2. Built-up spars and 'D' box leading edge of 1/16" ply.
3. Heavier than original lift struts.
As a consequence, the max weight has been increased from the original 1050lb
to 1200lb. Stress calculations made at the time suggested that jury struts
were not necessary and this is how I first flew G-BUCO back in '92. However,
it soon became apparent that at certain angles of attack and rpm settings
the front struts would start vibrating. I first experienced this over The
Solent, a stretch of water that separates England from The Isle of Wight.
This happened on at least 2 of the 5 UK Piets finished at the time and was
not good for the nerves! Fixes included setting the strut at an angle to the
slipstream but the PFA decided on a mandatory modification of adding jury
struts to the front only.
I hope this clears things up.
Good luck with your Piet.
Alan James
----- Original Message -----
From: <ZigoDan(at)aol.com>
Subject: Re: Pietenpol-List: strut bracing
>
> Gene,
>
> I have not looked at my plans in a long time. All I am saying is that
don't
> by any means delete something just for convince. Adding parts like jury
> struts, better AN hardware is an improvement in my opinion. Thanks for
> correcting me on my oversight.
>
> Dan
>
>
________________________________________________________________________________
| From: | "Alex Sloan" <alexms1(at)bellsouth.net> |
Matt,
Bill Rewey has toe brakes on his Pietenpol and he will send you the plans
for the installation. His phone number is 608-833-5839. He does not have a
computer.
Alex Sloan
----- Original Message -----
From: "Miller, Matt (CEI-Atlanta)" <Matt.Miller(at)cox.com>
Subject: Pietenpol-List: Piet Brakes
>
> I know this subject has been discussed at great lengths before, but here
goes...I plan on using 600x6 wheels and brakes. I want to put toe brakes in
the rear cockpit. I have heard rumors of plans for toe brakes that were
published way back in the BPA newsletter. If anyone has information on how
to build a simple, rudder pedal/ toe brake, please let me know. Any drawings
or photos would help. I am going to use GN-1 style pedals in the front. Matt
Miller
>
>
________________________________________________________________________________
| From: | mark deacon <wrenchspinner1(at)yahoo.com> |
| Subject: | Re: can corperate jets "see" me? |
--- walter Evans wrote:
>
>
> C'mon guys,,,I'm getting nervous!!
> walt
Walt
Take some comfort in the fact that you've been flying
for years and the only difference between the day
before and the day after this guy flew over is your
realization of the potential risk. You could even take
heart in that yon jet jockie gave you folks a free
lesson in keeping your head out of the cockpit.
Shoproblem9;t be a problen in a Piet.
nervousn't get nervious, get vigilant. Watching out
for the other guy has been working, with varying
degrees of success for what, 100 yrs of powered
flight. So happy anniversary everybody, crank 'em up
and get out tbureaucratre some damned bureacrat or
insurance company pulls the rug out.
Clear Skies
Mark (I need to heed my own advice) Deacon
________________________________________________________________________________
| Subject: | Re: can corperate jets "see" me? |
| From: | Mike <bike.mike(at)verizon.net> |
Walt,
In the particular case you have, Walt, the high speed birds are well aware
that there are slower airplanes in the vicinity and a collision isn't like a
bug hitting a windscreen but more like the possibility of a 200 pound engine
coming through the cockpit at 200 knots. As the San Diego B727/C172 crash
in 1978 showed, there is significant risk for everyone in a potential
mid-air between big and little planes.
What this means is, fast and heavy crews have as much motivation to
see-and-avoid as anyone else. The other confidence-builder is that it is
easier for fast planes to see all possible slow threats than it is for slow
planes to see all possible fast threats. This is because, from the
viewpoint of a slow plane, a fast one that can hit it can come from any
direction, but from the viewpoint of a fast plane, any slow one that poses a
real threat is going to be somewhere in front, where, hopefully, at least
one member of the flight crew has his or her eyeballs during VFR.
I wouldn't, though, climb into the approach path to test their visual
discipline.
Mike
on 1/28/03 15:01, walter evans at wbeevans(at)worldnet.att.net wrote:
>
>
> C'mon guys,,,I'm getting nervous!!
> walt
________________________________________________________________________________
| From: | Gary Gower <ggower_99(at)yahoo.com> |
| Subject: | Re: can corperate jets "see" me? |
Just check the aproach ways (sp?) of every airport near where you fly,
and keep clear, you are like a moped in a Freeway's truck stop full
of 18 wheelers :-)
Saludos
Gary Gower
--- walter evans wrote:
>
>
> C'mon guys,,,I'm getting nervous!!
> walt
> ----- Original Message -----
> From: "DJ Vegh" <aircamper(at)imagedv.com>
> To:
> Subject: Re: Pietenpol-List: can corperate jets "see" me?
>
>
>
> >
> > Good point Mark,
> >
> > I keep forgetting that most of you don't live/fly within a 30nm
> radius of
> > Class B like I do. I'm used to every aircraft that has electric
> having a
> > mode C xpnder.
> >
> > I stand a bit corrected.... the TCAS in my dad's Citation wouldn't
> see a
> non
> > xpnder equipped aircraft.
> >
> > DJ Vegh
> > N74DV
> > www.raptoronline.com
> > Mesa, AZ
> >
> >
> > ----- Original Message -----
> >
> > message posted by: mark deacon
> > Any electronic collision avoidance
> > > they would have on board is dependent on "both"
> > > aircraft being equipped with a transponder. Not
> > > exactly standard equipment on a Piet.
> >
> >
> > This email has been scanned for known viruses and made safe for
> viewing by
> Half Price Hosting, a leading email and web hosting provider. For
> more
> information on an anti-virus email solution, visit
> <http://www.halfpricehosting.com/av.asp>.
> >
> >
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | Re: can corperate jets "see" me? |
Does make one think about a transponder, course then you need power
Les
>
>Just check the aproach ways (sp?) of every airport near where you fly,
>and keep clear, you are like a moped in a Freeway's truck stop full
>of 18 wheelers :-)
>
>Saludos
>Gary Gower
>
>--- walter evans wrote:
> >
> >
> > C'mon guys,,,I'm getting nervous!!
> > walt
> > ----- Original Message -----
> > From: "DJ Vegh" <aircamper(at)imagedv.com>
> > To:
> > Subject: Re: Pietenpol-List: can corperate jets "see" me?
> >
> >
> >
> > >
> > > Good point Mark,
> > >
> > > I keep forgetting that most of you don't live/fly within a 30nm
> > radius of
> > > Class B like I do. I'm used to every aircraft that has electric
> > having a
> > > mode C xpnder.
> > >
> > > I stand a bit corrected.... the TCAS in my dad's Citation wouldn't
> > see a
> > non
> > > xpnder equipped aircraft.
> > >
> > > DJ Vegh
> > > N74DV
> > > www.raptoronline.com
> > > Mesa, AZ
> > >
> > >
> > > ----- Original Message -----
> > >
> > > message posted by: mark deacon
> > > Any electronic collision avoidance
> > > > they would have on board is dependent on "both"
> > > > aircraft being equipped with a transponder. Not
> > > > exactly standard equipment on a Piet.
> > >
> > >
> > > This email has been scanned for known viruses and made safe for
> > viewing by
> > Half Price Hosting, a leading email and web hosting provider. For
> > more
> > information on an anti-virus email solution, visit
> > <http://www.halfpricehosting.com/av.asp>.
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "Larry Ragan" <lragan(at)hotmail.com> |
Matt,
Take a look at DJ Vegh's brakes www.raptoronline.com
Larry Ragan
Jacksonville, Fl.
lragan(at)hotmail.com
________________________________________________________________________________
| From: | "DJ Vegh" <aircamper(at)imagedv.com> |
http://imagedv.com/aircamper/log/image-pages/06-10-02.htm
above is the exact link to the finished pedals/brakes.
DJ
----- Original Message -----
From: Larry Ragan
To: pietenpol-list(at)matronics.com
Sent: Tuesday, January 28, 2003 7:59 PM
Subject: Re: Pietenpol-List: Piet Brakes
Matt,
Take a look at DJ Vegh's brakes www.raptoronline.com
Larry Ragan
Jacksonville, Fl.
lragan(at)hotmail.com
=
This email has been scanned for known viruses and made safe for viewing by Half
Price Hosting, a leading email and web hosting provider. For more information
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________________________________________________________________________________
| From: | "Ted Brousseau" <nfn00979(at)naples.net> |
| Subject: | Re: can corperate jets "see" me? |
Walt,
Be nervous. It is very good for your health. I fly out of what is a "jet
port" for most of the year. Not a problem. I found they never fly below
500' agl. That's where I stay. Snug as a bug. I found out a long time ago
that those radio towers come up a lot slower than those jets. ;-) And the
towers are always guaranteed to come at you only from straight ahead.
Ted
Naples FL
----- Original Message -----
From: "walter evans" <wbeevans(at)worldnet.att.net>
Subject: Re: Pietenpol-List: can corperate jets "see" me?
>
> C'mon guys,,,I'm getting nervous!!
> walt
> ----- Original Message -----
> From: "DJ Vegh" <aircamper(at)imagedv.com>
> To:
> Subject: Re: Pietenpol-List: can corperate jets "see" me?
>
>
> >
> > Good point Mark,
> >
> > I keep forgetting that most of you don't live/fly within a 30nm radius
of
> > Class B like I do. I'm used to every aircraft that has electric having
a
> > mode C xpnder.
> >
> > I stand a bit corrected.... the TCAS in my dad's Citation wouldn't see a
> non
> > xpnder equipped aircraft.
> >
> > DJ Vegh
> > N74DV
> > www.raptoronline.com
> > Mesa, AZ
> >
> >
> > ----- Original Message -----
> >
> > message posted by: mark deacon
> > Any electronic collision avoidance
> > > they would have on board is dependent on "both"
> > > aircraft being equipped with a transponder. Not
> > > exactly standard equipment on a Piet.
> >
> >
> > This email has been scanned for known viruses and made safe for viewing
by
> Half Price Hosting, a leading email and web hosting provider. For more
> information on an anti-virus email solution, visit
> <http://www.halfpricehosting.com/av.asp>.
> >
> >
>
>
________________________________________________________________________________
| From: | "Ted Brousseau" <nfn00979(at)naples.net> |
| Subject: | Re: strut bracing |
Alan,
Please tell us more about that auto-aileron connect facility. Is that a
quick connect?
Ted
----- Original Message -----
From: "Alan James" <MADjames(at)theknapp.freeserve.co.uk>
Subject: Re: Pietenpol-List: strut bracing
>
> Gene,
> Most UK Piets have been built to a slightly modified drawing by Jim Wills
> and approved by our PFA who oversee such things. The main differences
> include:
> 1. A three piece wing with (optional) auto-aileron connect facility.
> 2. Built-up spars and 'D' box leading edge of 1/16" ply.
> 3. Heavier than original lift struts.
> As a consequence, the max weight has been increased from the original
1050lb
> to 1200lb. Stress calculations made at the time suggested that jury struts
> were not necessary and this is how I first flew G-BUCO back in '92.
However,
> it soon became apparent that at certain angles of attack and rpm settings
> the front struts would start vibrating. I first experienced this over The
> Solent, a stretch of water that separates England from The Isle of Wight.
> This happened on at least 2 of the 5 UK Piets finished at the time and was
> not good for the nerves! Fixes included setting the strut at an angle to
the
> slipstream but the PFA decided on a mandatory modification of adding jury
> struts to the front only.
> I hope this clears things up.
> Good luck with your Piet.
> Alan James
>
>
> ----- Original Message -----
> From: <ZigoDan(at)aol.com>
> To:
> Subject: Re: Pietenpol-List: strut bracing
>
>
> >
> > Gene,
> >
> > I have not looked at my plans in a long time. All I am saying is that
> don't
> > by any means delete something just for convince. Adding parts like jury
> > struts, better AN hardware is an improvement in my opinion. Thanks for
> > correcting me on my oversight.
> >
> > Dan
> >
> >
>
>
________________________________________________________________________________
| From: | clif <cdawson5854(at)shaw.ca> |
| Subject: | Re: strut bracing |
Hi Oscar, Yes, it's the jury struts, or strut in this case.
www.flyerworld.com/shenty/ukaircampers
Go to the picture file and check the first and last
pics for G-BXZO, then some of the others.
Then go to the file for the flying Aircampers.
BWVB, BXZO, BYZY PIET, BRXY all appear
to have one jury strut on the front strut only.
There's even one with no jury struts.
If the above doesn't work I think you can access
them through the PFA site.
----- Original Message ----- > Clif writes-
>
> >I was just checking up on those British blokes.
> >All of them appear to have only ONE strut brace,
> >on the front strut only, nothing on the rear.
>
> Are you talking about jury struts that brace the main wing struts? Do you
> have a website URL I could look at to see this condition?
>
________________________________________________________________________________
| From: | "Alex Sloan" <alexms1(at)bellsouth.net> |
Matt,
Bill Rewey has toe brakes on his Pietenpol and he will send you the plans
for the installation. His phone number is 608-833-5839. He does not have a
computer.
Alex Sloan
----- Original Message -----
From: "Miller, Matt (CEI-Atlanta)" <Matt.Miller(at)cox.com>
Subject: Pietenpol-List: Piet Brakes
>
> I know this subject has been discussed at great lengths before, but here
goes...I plan on using 600x6 wheels and brakes. I want to put toe brakes in
the rear cockpit. I have heard rumors of plans for toe brakes that were
published way back in the BPA newsletter. If anyone has information on how
to build a simple, rudder pedal/ toe brake, please let me know. Any drawings
or photos would help. I am going to use GN-1 style pedals in the front. Matt
Miller
>
>
________________________________________________________________________________
| From: | "Richard Navratril" <horzpool(at)goldengate.net> |
| Subject: | Re: can corperate jets "see" me? |
Hey All
It is very difficult to see slow moving traffic when coming down from
altitude and I'm not talking about jets even. There is a a lot going on in
landing procedures even in a light twin. Don't ever hesitate to have a
conversation with a airline plane when he calls 10 miles out. Make sure
they have a very clear picture of where you are and if you know of others in
the area include that too. A corporate pilot will avoid you if you
communicate. When he is on 3 mi. final it's too late. If you can, suggest
how he can work into the pattern.
Dick N.
----- Original Message -----
From: "Ted Brousseau" <nfn00979(at)naples.net>
Subject: Re: Pietenpol-List: can corperate jets "see" me?
>
> Walt,
>
> Be nervous. It is very good for your health. I fly out of what is a "jet
> port" for most of the year. Not a problem. I found they never fly below
> 500' agl. That's where I stay. Snug as a bug. I found out a long time
ago
> that those radio towers come up a lot slower than those jets. ;-) And the
> towers are always guaranteed to come at you only from straight ahead.
>
> Ted
> Naples FL
> ----- Original Message -----
> From: "walter evans" <wbeevans(at)worldnet.att.net>
> To:
> Subject: Re: Pietenpol-List: can corperate jets "see" me?
>
>
>
> >
> > C'mon guys,,,I'm getting nervous!!
> > walt
> > ----- Original Message -----
> > From: "DJ Vegh" <aircamper(at)imagedv.com>
> > To:
> > Subject: Re: Pietenpol-List: can corperate jets "see" me?
> >
> >
> > >
> > > Good point Mark,
> > >
> > > I keep forgetting that most of you don't live/fly within a 30nm radius
> of
> > > Class B like I do. I'm used to every aircraft that has electric
having
> a
> > > mode C xpnder.
> > >
> > > I stand a bit corrected.... the TCAS in my dad's Citation wouldn't see
a
> > non
> > > xpnder equipped aircraft.
> > >
> > > DJ Vegh
> > > N74DV
> > > www.raptoronline.com
> > > Mesa, AZ
> > >
> > >
> > > ----- Original Message -----
> > >
> > > message posted by: mark deacon
> > > Any electronic collision avoidance
> > > > they would have on board is dependent on "both"
> > > > aircraft being equipped with a transponder. Not
> > > > exactly standard equipment on a Piet.
> > >
> > >
> > > This email has been scanned for known viruses and made safe for
viewing
> by
> > Half Price Hosting, a leading email and web hosting provider. For more
> > information on an anti-virus email solution, visit
> > <http://www.halfpricehosting.com/av.asp>.
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | clif <cdawson5854(at)shaw.ca> |
| Subject: | Re: strut bracing |
My plane is going to have BOTH struts.
Clif isn't jumping off cliffs no matter where
the jury stands. Clif
On the other hand, I get the impression
their PFA and gov. are fairly strict.
----- Original Message -----
From: <zigodan(at)aol.com>
Subject: Re: Pietenpol-List: strut bracing
>
> Gene,
>
> I have not looked at my plans in a long time. All I am saying is that
don't
> by any means delete something just for convince. Adding parts like jury
> struts, better AN hardware is an improvement in my opinion. Thanks for
> correcting me on my oversight.
>
> Dan
>
>
> >
>
________________________________________________________________________________
| From: | clif <cdawson5854(at)shaw.ca> |
| Subject: | Re: can corperate jets "see" me? |
As for radar, don't forget you're flying a wood frame
and fabric little mosquito. As Dan says, communicate.
Swivel that neck!
Here in Vancouver, there's everything from jumbo's
on down through Beaver and twin Otter sched. float
traffic to Victoria and Seattle plus Abbottsford and
Bellingham with national and international traffic as
well. Then there's Pitt Meadows, Langley,Boundary Bay,
Delta Airpark,Fort Langley float base....The chart has
so many blue lines you can't see the ground. It all works
out though. The newspapers get next to nothing from us.
----- Original Message -----
From: "Richard Navratril" <horzpool(at)goldengate.net>
Subject: Re: Pietenpol-List: can corperate jets "see" me?
>
> Hey All
> It is very difficult to see slow moving traffic when coming down from
> altitude and I'm not talking about jets even. There is a a lot going on
in
> landing procedures even in a light twin. Don't ever hesitate to have a
> conversation with a airline plane when he calls 10 miles out. Make sure
> they have a very clear picture of where you are and if you know of others
in
> the area include that too. A corporate pilot will avoid you if you
> communicate. When he is on 3 mi. final it's too late. If you can,
suggest
> how he can work into the pattern.
> Dick N.
> ----- Original Message -----
> From: "Ted Brousseau" <nfn00979(at)naples.net>
> To:
> Subject: Re: Pietenpol-List: can corperate jets "see" me?
>
>
>
> >
> > Walt,
> >
> > Be nervous. It is very good for your health. I fly out of what is a
"jet
> > port" for most of the year. Not a problem. I found they never fly
below
> > 500' agl. That's where I stay. Snug as a bug. I found out a long time
> ago
> > that those radio towers come up a lot slower than those jets. ;-) And
the
> > towers are always guaranteed to come at you only from straight ahead.
> >
> > Ted
> > Naples FL
> > ----- Original Message -----
> > From: "walter evans" <wbeevans(at)worldnet.att.net>
> > To:
> > Subject: Re: Pietenpol-List: can corperate jets "see" me?
> >
> >
> >
> > >
> > > C'mon guys,,,I'm getting nervous!!
> > > walt
> > > ----- Original Message -----
> > > From: "DJ Vegh" <aircamper(at)imagedv.com>
> > > To:
> > > Subject: Re: Pietenpol-List: can corperate jets "see" me?
> > >
> > >
>
> > > >
> > > > Good point Mark,
> > > >
> > > > I keep forgetting that most of you don't live/fly within a 30nm
radius
> > of
> > > > Class B like I do. I'm used to every aircraft that has electric
> having
> > a
> > > > mode C xpnder.
> > > >
> > > > I stand a bit corrected.... the TCAS in my dad's Citation wouldn't
see
> a
> > > non
> > > > xpnder equipped aircraft.
> > > >
> > > > DJ Vegh
> > > > N74DV
> > > > www.raptoronline.com
> > > > Mesa, AZ
> > > >
> > > >
> > > > ----- Original Message -----
> > > >
> > > > message posted by: mark deacon
> > > > Any electronic collision avoidance
> > > > > they would have on board is dependent on "both"
> > > > > aircraft being equipped with a transponder. Not
> > > > > exactly standard equipment on a Piet.
> > > >
> > > >
> > > > This email has been scanned for known viruses and made safe for
> viewing
> > by
> > > Half Price Hosting, a leading email and web hosting provider. For more
> > > information on an anti-virus email solution, visit
> > > <http://www.halfpricehosting.com/av.asp>.
> > > >
> > > >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "John McNarry" <jmcnarry(at)escape.ca> |
| Subject: | can corperate jets "see" me? |
Out here on the prairie, I'm not so concerned with corporate jet traffic but
with the crop dusters that fly at my altitude. Small battery powered strobes
are available for marking agricultural equipment on roadways and are easy to
fasten on top of a wing. Not FAA approved but makes us a whole lot more
visible.
Keep your head on a swivel!
John
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of mark
deacon
Subject: Re: Pietenpol-List: can corperate jets "see" me?
Walt
You are both at the mercy of your ability to
"see and avoid". Any electronic collision avoidance
they would have on board is dependent on "both"
aircraft being equipped with a transponder. Not
exactly standard equipment on a Piet. Commercial
aircraft Radars are for weather avoidance. Only
military aircraft and even then probably only fighters
have RADAR that will show other aircraft.
So keep yer eyes open and be careful out there.
Mark Deacon
--- walter evans wrote:
>
>
> About 20 miles from our airport is Morristown which
> many corperate jets fly into. Many summer evenings
> we are out at the field flying and bull crapping,
> when a jet comes thru , directly overhead, at less
> than 2000 feet, and he's stepping right along I
> guess about 200MPH. ( I don't know,,,but it's fast)
> I realize that when we're in VFR everyone's in VFR,
> but are we at the mercy of that pilot's ability to
> see my antique wire strung butt, or do they have
> RADAR or some other form of anti-collision systems?
> walt
> NX140DL
> (north N.J.)
>
> don't want to be a bug on a Boeing
________________________________________________________________________________
| From: | TomTravis(at)aol.com |
| Subject: | Re: can corperate jets "see" me? |
Walt,
All airliners and most corporate aircraft have Traffic Collision and
Avoidance Systems (TCAS) on board. These systems only "see" airplanes that
are transponder equipped and get resolution alerts from those with at least a
Mode C transponder (Altitude reporting).
Having spent over 35 years as an airline pilot and 18 of those years as a
check airman I can tell you airline crews typically spend very little time
looking outside. That drove me nuts. I'm now a corporate pilot and my
experience has been that they (we) are even worse than airline crews about
keeping a good traffic watch. I just got in from a trip tonight and my
copilot had his head buried inside the cockpit almost the whole time. I have
to cut him a little slack because he's brand new and was just along for the
experience and was totally lost.
The point is corporate and airline crews have the tools to detect transponder
equipped airplanes but don't expect them to be looking outside much. We're on
our own in our Piets. Actually I feel pretty safe in mine right now as long
as it doesn't fall off the sawhorses in the garage.
The suggestions to stay low and keep a sharp lookout are the best advice I've
seen. Hope this helps.
Tom
________________________________________________________________________________
| From: | TomTravis(at)aol.com |
| Subject: | Re: can corperate jets "see" me? |
Walt,
P.S. I fly in and out of Teterboro a lot and will be looking for you.
Tom
________________________________________________________________________________
| From: | COZYPILOT(at)aol.com |
| Subject: | Re: can corperate jets "see" me? |
They can only see you if you have a mode C transponder. Scary
Huh!!!!!!!!!!!!
________________________________________________________________________________
| From: | Michael D Cuy <Michael.D.Cuy(at)grc.nasa.gov> |
| Subject: | Class B smoking section in Cleveland |
Flying under Cleveland's Class B airspace for quite a few years, us
non-electric planes (which we have quite a few of) fly all the time with no
transponders or encoders. It's very common to be at the same altitude as
airliners and commuters on the approach to Cleveland and we just have to be
vigilant on VFR days. One thing that the smoke system is REALLY good for
is as a collision avoidance tool if you have no radio. Just a puff or two
of smoke and anyone looking out the cockpit of a nearby plane can see
you. I use it quite often when approaching a fly-in where there are lots
of planes in the pattern. (course everyone wants to know when I'm going to
fix the rings on my pistons when I land:) Going into Goshen, IN a few
years ago I was on a long approach to the east and for some reason looked
over my shoulder. A Gulfstream corporate jet was about a mile behind
me. I shifted about 1,000 feet to the right and he tooled on by me and
made the landing ahead of me. I landed behind him, turned off and taxied
to the gas pumps while he was still back-taxiing to the terminal. It's a
non-tower airport so no radio required. I talked with the pilots and they
thanked me for moving over. I asked if they could see me and they said
yes, very clearly and were just going to make a pass to my left to overtake
me since there was plenty of time ahead of us. Was funny how I drooled
of the Gulfstream and they drooled over the Pietenpol !
Mike C.
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
| Subject: | does smoke oil make a mess? |
Mike Cuy and all.
This smoke thing is interesting, but does the smoke have to be kept well clear
of the fuse? I'm just assuming that wherever the smoke goes, there's some kind
of residue on the plane.
I built my pipes out to the side (A-65), and if there were "slime" left, mine would
be a mess in no time.
thanks
walt
NX140DL
(north N.J.)
________________________________________________________________________________
| From: | "Alan James" <MADjames(at)theknapp.freeserve.co.uk> |
| Subject: | Re: strut bracing |
Hi Ted,
Yes, its a quick connect. As you offer the wing up to the centre section, 2
levers come face to face to complete a control loop to the aileron. Apart
from making it a little quicker to assemble, I believe it was also intended
to get around the need for duplicate control inspections as required by the
PFA. Jim also came up with some quick-release bracing cables (between the
lift struts). Personally, I would not bother with this mod unless you intend
assembling and dis-assembling the machine every other weekend. After all,
its only three cables that need joining -one on each side of the aileron
torque/control arm and a break in the balance cable in the centre section.
Regards
Alan
----- Original Message -----
From: "Ted Brousseau" <nfn00979(at)naples.net>
Subject: Re: aileron connections; was Pietenpol-List: strut bracing
>
> Alan,
>
> Please tell us more about that auto-aileron connect facility. Is that a
> quick connect?
>
> Ted
> ----- Original Message -----
> From: "Alan James" <MADjames(at)theknapp.freeserve.co.uk>
> To:
> Subject: Re: Pietenpol-List: strut bracing
>
>
>
> >
> > Gene,
> > Most UK Piets have been built to a slightly modified drawing by Jim
Wills
> > and approved by our PFA who oversee such things. The main differences
> > include:
> > 1. A three piece wing with (optional) auto-aileron connect facility.
> > 2. Built-up spars and 'D' box leading edge of 1/16" ply.
> > 3. Heavier than original lift struts.
> > As a consequence, the max weight has been increased from the original
> 1050lb
> > to 1200lb. Stress calculations made at the time suggested that jury
struts
> > were not necessary and this is how I first flew G-BUCO back in '92.
> However,
> > it soon became apparent that at certain angles of attack and rpm
settings
> > the front struts would start vibrating. I first experienced this over
The
> > Solent, a stretch of water that separates England from The Isle of
Wight.
> > This happened on at least 2 of the 5 UK Piets finished at the time and
was
> > not good for the nerves! Fixes included setting the strut at an angle to
> the
> > slipstream but the PFA decided on a mandatory modification of adding
jury
> > struts to the front only.
> > I hope this clears things up.
> > Good luck with your Piet.
> > Alan James
> >
> >
> > ----- Original Message -----
> > From: <ZigoDan(at)aol.com>
> > To:
> > Subject: Re: Pietenpol-List: strut bracing
> >
> >
> > >
> > > Gene,
> > >
> > > I have not looked at my plans in a long time. All I am saying is that
> > don't
> > > by any means delete something just for convince. Adding parts like
jury
> > > struts, better AN hardware is an improvement in my opinion. Thanks
for
> > > correcting me on my oversight.
> > >
> > > Dan
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | Michael D Cuy <Michael.D.Cuy(at)grc.nasa.gov> |
| Subject: | Re: does smoke oil make a mess? |
Walt ! YES. The smoke oil does leave some residue on my right gear legs
and the belly ( I have Aeronca stacks) but nothing too bad. (It makes
the wood shine:) If you are at idle and accidentally hit the smoke oil, it
will not vaporize at all and will come out just like Wesson oil and make
the appropriate mess. Long as you have good heat/higher rpm's it's not too
bad. You might cause more mess on the fuse side though with your stack
arrangement. Plus there is no need to route the oil to multiple
cylinders. (unless you are Shawn Tucker or Julie Clark) One thing that
the smoke oil will do is eventually make the rubber strands in your bungee
cords get a bit stiff/brittle. Nothing major, but when I replaced my
bungees a while back I noticed the smoking side was not quite as pliable as
the non-smoking side of the gear. The smoke is a hoot, really. Well
worth any mess in my mind.
Mike C.
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | Re: strut bracing |
Alan
any chance of a picture of how this works. It sounds quite interesting.
I am still building and was pondering how to connect the control cables
for the 3 piece wing.
Les
>
>
>Hi Ted,
>Yes, its a quick connect. As you offer the wing up to the centre section, 2
>levers come face to face to complete a control loop to the aileron. Apart
>from making it a little quicker to assemble, I believe it was also intended
>to get around the need for duplicate control inspections as required by the
>PFA. Jim also came up with some quick-release bracing cables (between the
>lift struts). Personally, I would not bother with this mod unless you intend
>assembling and dis-assembling the machine every other weekend. After all,
>its only three cables that need joining -one on each side of the aileron
>torque/control arm and a break in the balance cable in the centre section.
>
>Regards
>Alan
>
>
>----- Original Message -----
>From: "Ted Brousseau" <nfn00979(at)naples.net>
>To:
>Subject: Re: aileron connections; was Pietenpol-List: strut bracing
>
>
>
> >
> > Alan,
> >
> > Please tell us more about that auto-aileron connect facility. Is that a
> > quick connect?
> >
> > Ted
> > ----- Original Message -----
> > From: "Alan James" <MADjames(at)theknapp.freeserve.co.uk>
> > To:
> > Subject: Re: Pietenpol-List: strut bracing
> >
> >
> >
> > >
> > > Gene,
> > > Most UK Piets have been built to a slightly modified drawing by Jim
>Wills
> > > and approved by our PFA who oversee such things. The main differences
> > > include:
> > > 1. A three piece wing with (optional) auto-aileron connect facility.
> > > 2. Built-up spars and 'D' box leading edge of 1/16" ply.
> > > 3. Heavier than original lift struts.
> > > As a consequence, the max weight has been increased from the original
> > 1050lb
> > > to 1200lb. Stress calculations made at the time suggested that jury
>struts
> > > were not necessary and this is how I first flew G-BUCO back in '92.
> > However,
> > > it soon became apparent that at certain angles of attack and rpm
>settings
> > > the front struts would start vibrating. I first experienced this over
>The
> > > Solent, a stretch of water that separates England from The Isle of
>Wight.
> > > This happened on at least 2 of the 5 UK Piets finished at the time and
>was
> > > not good for the nerves! Fixes included setting the strut at an angle to
> > the
> > > slipstream but the PFA decided on a mandatory modification of adding
>jury
> > > struts to the front only.
> > > I hope this clears things up.
> > > Good luck with your Piet.
> > > Alan James
> > >
> > >
> > > ----- Original Message -----
> > > From: <ZigoDan(at)aol.com>
> > > To:
> > > Subject: Re: Pietenpol-List: strut bracing
> > >
> > >
> > > >
> > > > Gene,
> > > >
> > > > I have not looked at my plans in a long time. All I am saying is that
> > > don't
> > > > by any means delete something just for convince. Adding parts like
>jury
> > > > struts, better AN hardware is an improvement in my opinion. Thanks
>for
> > > > correcting me on my oversight.
> > > >
> > > > Dan
> > > >
> > > >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Michael Conkling" <hpvs(at)southwind.net> |
| Subject: | Re: can corperate jets "see" me? |
You can use a sailboat radar reflector ( an aluminized "kite" affair) inside
the fuselage -- maybe between the back seat & the walking beam. Or use
"window" to announce your position ( Dad said they had that on the B-26's in
WW2 --it was shredded Alum foil that was dropped out to "fog" the German
radar with the reflections!!) This stuff will show up on radar -- I don't
know if there is an emergency ELT-like transponder for light planes -- it's
too easy to just require a real life transponder.
500 ft to 1000 ft cruse altitude should get you below 99% of the in route
traffic -- for us the other 1% will be the Air Guard going over at 400 ft
AGL & our neighbor in his spray plane (but only if it's "dead calm"!!)
Mike C.
Pretty Prairie, KS
WW@mmnopounce
----- Original Message -----
From: "clif" <cdawson5854(at)shaw.ca>
Subject: Re: Pietenpol-List: can corperate jets "see" me?
>
> As for radar, don't forget you're flying a wood frame
> and fabric little mosquito. As Dan says, communicate.
________________________________________________________________________________
| From: | "Barry Davis" <bed(at)mindspring.com> |
| Subject: | Re: does smoke oil make a mess? |
I emailed an aerobatic friend at www.airshowunlimited.com and I am fwd. his
answer. Hope this might help
BArry , the oil is vaporizing from the heat. It's smoke not fire (unless the
buffoons put gas in it) . if your nozzles are correct the exhaust is just a
little residue . A little coat of PAM cooking spray keeps it easy to clean
up the exhaust area. Jeremy and I have been trying to invent a way to make a
heater to make smoke on the wingtips. No luck yet. The idea would probably
involve a dyna jet engine with no thrust and good flow and temps. Right now
it is smoke cartridges.
Come visit sometime.
Best,
Chris
>
>
________________________________________________________________________________
| From: | "Alan James" <MADjames(at)theknapp.freeserve.co.uk> |
| Subject: | Re: strut bracing |
Hi Les
I have no pictures but I'll get some taken over the weekend and e-mail them
direct. I have not checked but it might be worth looking around the UK Piet
site for some info & pics. www.aircamper.co.uk
Regards
Alan James
----- Original Message -----
From: "Les Schubert" <leskarin(at)telus.net>
Subject: Re: aileron connections; was Pietenpol-List: strut bracing
>
> Alan
> any chance of a picture of how this works. It sounds quite interesting.
> I am still building and was pondering how to connect the control cables
> for the 3 piece wing.
> Les
>
> >
> >
> >Hi Ted,
> >Yes, its a quick connect. As you offer the wing up to the centre section,
2
> >levers come face to face to complete a control loop to the aileron. Apart
> >from making it a little quicker to assemble, I believe it was also
intended
> >to get around the need for duplicate control inspections as required by
the
> >PFA. Jim also came up with some quick-release bracing cables (between the
> >lift struts). Personally, I would not bother with this mod unless you
intend
> >assembling and dis-assembling the machine every other weekend. After all,
> >its only three cables that need joining -one on each side of the aileron
> >torque/control arm and a break in the balance cable in the centre
section.
> >
> >Regards
> >Alan
> >
> >
> >----- Original Message -----
> >From: "Ted Brousseau" <nfn00979(at)naples.net>
> >To:
> >Subject: Re: aileron connections; was Pietenpol-List: strut bracing
> >
> >
> >
> > >
> > > Alan,
> > >
> > > Please tell us more about that auto-aileron connect facility. Is that
a
> > > quick connect?
> > >
> > > Ted
> > > ----- Original Message -----
> > > From: "Alan James" <MADjames(at)theknapp.freeserve.co.uk>
> > > To:
> > > Subject: Re: Pietenpol-List: strut bracing
> > >
> > >
> > >
> > > >
> > > > Gene,
> > > > Most UK Piets have been built to a slightly modified drawing by Jim
> >Wills
> > > > and approved by our PFA who oversee such things. The main
differences
> > > > include:
> > > > 1. A three piece wing with (optional) auto-aileron connect facility.
> > > > 2. Built-up spars and 'D' box leading edge of 1/16" ply.
> > > > 3. Heavier than original lift struts.
> > > > As a consequence, the max weight has been increased from the
original
> > > 1050lb
> > > > to 1200lb. Stress calculations made at the time suggested that jury
> >struts
> > > > were not necessary and this is how I first flew G-BUCO back in '92.
> > > However,
> > > > it soon became apparent that at certain angles of attack and rpm
> >settings
> > > > the front struts would start vibrating. I first experienced this
over
> >The
> > > > Solent, a stretch of water that separates England from The Isle of
> >Wight.
> > > > This happened on at least 2 of the 5 UK Piets finished at the time
and
> >was
> > > > not good for the nerves! Fixes included setting the strut at an
angle to
> > > the
> > > > slipstream but the PFA decided on a mandatory modification of adding
> >jury
> > > > struts to the front only.
> > > > I hope this clears things up.
> > > > Good luck with your Piet.
> > > > Alan James
> > > >
> > > >
> > > > ----- Original Message -----
> > > > From: <ZigoDan(at)aol.com>
> > > > To:
> > > > Subject: Re: Pietenpol-List: strut bracing
> > > >
> > > >
> > > > >
> > > > > Gene,
> > > > >
> > > > > I have not looked at my plans in a long time. All I am saying is
that
> > > > don't
> > > > > by any means delete something just for convince. Adding parts
like
> >jury
> > > > > struts, better AN hardware is an improvement in my opinion.
Thanks
> >for
> > > > > correcting me on my oversight.
> > > > >
> > > > > Dan
> > > > >
> > > > >
> > > >
> > > >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Gene Rambo" <rambog(at)erols.com> |
| Subject: | Re: Model A camshaft |
Does anyone have an opinion (boy, wrong question here!) on the merits of
using a reground camshaft that can be purchased from Bratton's for $50
versus Dan Price's new ones for $250?
Obviously new versus used is a consideration, but if it's not a weak point,
does it justify the price difference? Also, Price cams are "stepped up,"
whatever that means, still don't know if it's worth it.
Gene Rambo
________________________________________________________________________________
| From: | "Richard Navratril" <horzpool(at)goldengate.net> |
I called and was given my number N2RN today but FAA rep said they couldn't issue
it as NX. I remember past discussion on this. Is this modified at the inspection?
Dick N.
________________________________________________________________________________
| From: | "Hubbard, Eugene" <ehubbard(at)titan.com> |
My understanding is that it is issued as N2RN, but that you are allowed to
display it as NX2RN and leave off the "Experimental" lettering if it looks
like a plane (same external configuration) that flew before 1960. But I
haven't been through the drill yet so I don't know first-hand.
Gene
-----Original Message-----
From: Richard Navratril [mailto:horzpool(at)goldengate.net]
Subject: Pietenpol-List: N #
I called and was given my number N2RN today but FAA rep said they couldn't
issue it as NX. I remember past discussion on this. Is this modified at
the inspection?
Dick N.
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
Dick,
The way the regulations read in Part 45 Markings:
Sec. 45.22
Exhibition, antique, and other aircraft: Special rules.
(b) A small U.S.-registered aircraft built at least 30 years ago or a
U.S.-registered aircraft for which an experimental certificate has been
issued under Sec. 21.191(d) or 21.191(g) for operation as an exhibition
aircraft or as an amateur-built aircraft and which has the same external
configuration as an aircraft built at least 30 years ago may be operated
without displaying marks in accordance with Secs. 45.21 and 45.23 through
45.33 if:
(1) It displays in accordance with Sec. 45.21(c) marks at least 2 inches
high on each side of the fuselage or vertical tail surface consisting of the
Roman capital letter "N" followed by:
(i) The U.S. registration number of the aircraft; or
(ii) The symbol appropriate to the airworthiness certificate of the aircraft
("C", standard; "R", restricted; "L", limited; or "X", experimental)
followed by the U.S. registration number of the aircraft; and
(2) It displays no other mark that begins with the letter "N" anywhere on
the aircraft, unless it is the same mark that is displayed under paragraph
(b)(1) of this section.
(c) No person may operate an aircraft under paragraph (a) or (b) of this
section--
(1) In an ADIZ or DEWIZ described in Part 99 of this chapter unless it
temporarily bears marks in accordance with Secs. 45.21 and 45.23 through
45.33;
(2) In a foreign country unless that country consents to that operation; or
[(3) In any operation conducted under Part 121, 133, 135, or 137 of this
chapter.]
(d) If, due to the configuration of an aircraft, it is impossible for a
person to mark it in accordance with Secs. 45.21 and 45.23 through 45.33, he
may apply to the Administrator for a different marking procedure.
Amdt. 45-22, Eff. 4/27/2001
The official N number is still without the X in it. That is very true.
What your registration card will say is N2RN but the tail CAN say NX2RN.
Also note from the above FAR that your ship "may be operated without
displaying marks in accordance with Secs. 45.21 and 45.23 through 45.33" if
you cmply with 45.22(b), which says to use the X after the N.
You want to do this because part 45.23 (which you do not need to follow, see
last sentence) says:
Sec. 45.23
Display of marks; general.
(a) Each operator of an aircraft shall display on that aircraft marks
consisting of the Roman capital letter "N" (denoting United States
registration) followed by the registration number of the aircraft. Each
suffix letter used in the marks displayed must also be a Roman capital
letter.
(b) When marks that include only the Roman capital letter "N" and the
registration number are displayed on limited or restricted category aircraft
or experimental or provisionally certificated aircraft, the operator shall
also display on that aircraft near each entrance to the cabin or cockpit, in
letters not less than 2 inches nor more than 6 inches in height, the words
"limited," "restricted," "experimental," or "provisional airworthiness," as
the case may be.
Amdt. 45-9, Eff. 9/14/77
In other words, using the X on the rudder DELETES the need to put the big
ugly EXPERIMENTAL sticker "near each entrance to the cabin or cockpit".
Chris Bobka
EAA Technical Counselor
FAA A&P with Inspection Authorization
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Richard
Navratril
Subject: Pietenpol-List: N #
I called and was given my number N2RN today but FAA rep said they couldn't
issue it as NX. I remember past discussion on this. Is this modified at
the inspection?
Dick N.
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
Dick,
I forgot to mention that you should probably print a copy of what I just
sent and keep it around to show the DAR. BTW, I am applying through the EAA
to get my DAR so I can inspect everybody's Piets!
chris
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Richard
Navratril
Subject: Pietenpol-List: N #
I called and was given my number N2RN today but FAA rep said they couldn't
issue it as NX. I remember past discussion on this. Is this modified at
the inspection?
Dick N.
________________________________________________________________________________
| From: | "Jack Phillips" <jackphillips(at)earthlink.net> |
That is my understanding as well. When I reserved my number (NX899JP), the
FAA indicated that they only recognize it as N899JP. I'm expecting a battle
with the inspector over this, but by the time he sees it, NX will be painted
on.
Jack
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Hubbard,
Eugene
Subject: RE: Pietenpol-List: N #
My understanding is that it is issued as N2RN, but that you are allowed to
display it as NX2RN and leave off the "Experimental" lettering if it looks
like a plane (same external configuration) that flew before 1960. But I
haven't been through the drill yet so I don't know first-hand.
Gene
-----Original Message-----
From: Richard Navratril [mailto:horzpool(at)goldengate.net]
Subject: Pietenpol-List: N #
I called and was given my number N2RN today but FAA rep said they couldn't
issue it as NX. I remember past discussion on this. Is this modified at
the inspection?
Dick N.
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
If I may inject a personal experience, my DAR was not familiar with the NX
reg and I tried to explain the regs etc ala Mike Cuy. This was done in
conversation prior to his official inspection. When he came it was all in
order and he had all the paperwork typed and only needed a few documents from
me and lots of signatures. Seemed like I signed my name more than when I went
into the damned Army. I paid him his fee and he left with a smile on his
face. Hope all of you hopeful builders can draw a DAR as good as the one I
had. For those of you enjoying the good life in the lower half of the U S, if
you want his name just e mail me. He has a new Glasair which takes him here
to there real quick. He is good.
Corky in La
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
You just put it on for appearance. The actual registration number doesn't
have the X.
Cy Galley
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
----- Original Message -----
From: "Richard Navratril" <horzpool(at)goldengate.net>
Subject: Pietenpol-List: N #
>
> I called and was given my number N2RN today but FAA rep said they
couldn't issue it as NX. I remember past discussion on this. Is this
modified at the inspection?
> Dick N.
>
>
________________________________________________________________________________
| Subject: | Re: print a copy |
Hurrah Chris!!!!!!!
Great to hear - I'll be giving you a call sometime in the next year hopefully.
Kirk
St Paul, MN
>
>Dick,
>
>I forgot to mention that you should probably print a copy of what I just
>sent and keep it around to show the DAR. BTW, I am applying through the EAA
>to get my DAR so I can inspect everybody's Piets!
>
>chris
--
Kirk Huizenga and Bryan Eastep's Aircamper and Corvair Project
http://www.mykitplane.com/Planes/photoGalleryList.cfm?Menu=PhotoGallery
________________________________________________________________________________
| From: | "Kevin Holcomb" <ksholcomb(at)mindspring.com> |
The number is not issued as an NX. To the FAA you will always be N2RN.
However, you are allowed to paint it on your airplane as NX2RN if your
airplane has the exterior appearance of an airplane more than a certain
number of years old (I think it is 30.) Of course the 'appearance' of an
old airplane leaves a lot of room for interpetation. Piet's would qualify
in nearly everyone's eyes. The use of the NX tail number also exempts you
from the large 'experimental' placard that is normally required. As this is
a rather unusual rule and whatever official you are dealing with has most
likely not seen it I would recommend you present a case citing the
applicable rules right off the bat rather than defending yourself after the
official makes a determination.
Best of luck to you,
Kevin
----- Original Message -----
From: "Richard Navratril" <horzpool(at)goldengate.net>
Subject: Pietenpol-List: N #
>
> I called and was given my number N2RN today but FAA rep said they
couldn't issue it as NX. I remember past discussion on this. Is this
modified at the inspection?
> Dick N.
>
>
________________________________________________________________________________
| From: | Kip & Beth Gardner <kipandbeth(at)earthlink.net> |
>
>
>That is my understanding as well. When I reserved my number (NX899JP), the
>FAA indicated that they only recognize it as N899JP. I'm expecting a battle
>with the inspector over this, but by the time he sees it, NX will be painted
>on.
>
>Jack
So, you're going to keep the old Buckeye '899' tradition going? That's my
plan too, seeing as I are one now ;).
Maybe we can have an '899' fly-in up here in a few years.
Cheers!
Kip Gardner
North Canton, OH
________________________________________________________________________________
| From: | "walter evans" <wbeevans(at)worldnet.att.net> |
Dick.
I went thru this in Oct/Nov for my inspection, and it's as simple as
this.....You are issued a N# which shows up on ALL your paperwork. The ONLY
place the "X" shows up is on the plane. Luckily I had a copy of the reg
cause my my DAR was unfamilure with it. He later checked it out and it was
fine, Actually he put the "X" on the airworthiness cert, by mistake, and I
had to return it to him when he sent me the correct one.
walt
ps the "X" is legal , but it's ONLY on the plane
----- Original Message -----
From: "Richard Navratril" <horzpool(at)goldengate.net>
Subject: Pietenpol-List: N #
>
> I called and was given my number N2RN today but FAA rep said they
couldn't issue it as NX. I remember past discussion on this. Is this
modified at the inspection?
> Dick N.
>
>
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
Kirk,
I may need some help from you guys. The DAR application asks for
referrals. I can think of no better group to ask than those that I have
been helping with book sales, advice, etc. these past few years.
I was thinking that if each one of you could send me an email stating ways
that I have helped you through the building process, it may bolster the
chances of the DAR going through. It is a tough application. If any of you
should choose to do this, finish it up with your name, N number if you have
one assigned, and your email address. That way I can print them all out and
throw them in with the app to the FAA. Thanks.
Chris Bobka
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of The
Huizenga's
Subject: Re: Pietenpol-List: print a copy
<kirkh@unique-software.com>
Hurrah Chris!!!!!!!
Great to hear - I'll be giving you a call sometime in the next year
hopefully.
Kirk
St Paul, MN
>
>Dick,
>
>I forgot to mention that you should probably print a copy of what I just
>sent and keep it around to show the DAR. BTW, I am applying through the
EAA
>to get my DAR so I can inspect everybody's Piets!
>
>chris
--
Kirk Huizenga and Bryan Eastep's Aircamper and Corvair Project
http://www.mykitplane.com/Planes/photoGalleryList.cfm?Menu=PhotoGallery
________________________________________________________________________________
| From: | "Richard Navratril" <horzpool(at)goldengate.net> |
| Subject: | Re: print a copy |
Thanks all for the responses and especially you Chris for your very complete
and documented response. This isn't the first time. I would be very happy
to give reference with all of the help you have given me over 3 1/2 years.
Dick N.
----- Original Message -----
From: "Christian Bobka" <bobka(at)charter.net>
Subject: RE: Pietenpol-List: print a copy
>
> Kirk,
>
> I may need some help from you guys. The DAR application asks for
> referrals. I can think of no better group to ask than those that I have
> been helping with book sales, advice, etc. these past few years.
>
> I was thinking that if each one of you could send me an email stating ways
> that I have helped you through the building process, it may bolster the
> chances of the DAR going through. It is a tough application. If any of
you
> should choose to do this, finish it up with your name, N number if you
have
> one assigned, and your email address. That way I can print them all out
and
> throw them in with the app to the FAA. Thanks.
>
> Chris Bobka
>
> -----Original Message-----
> From: owner-pietenpol-list-server(at)matronics.com
> [mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of The
> Huizenga's
> To: pietenpol-list(at)matronics.com
> Subject: Re: Pietenpol-List: print a copy
>
>
> <kirkh@unique-software.com>
>
> Hurrah Chris!!!!!!!
>
> Great to hear - I'll be giving you a call sometime in the next year
> hopefully.
>
> Kirk
> St Paul, MN
>
>
> >
> >Dick,
> >
> >I forgot to mention that you should probably print a copy of what I just
> >sent and keep it around to show the DAR. BTW, I am applying through the
> EAA
> >to get my DAR so I can inspect everybody's Piets!
> >
> >chris
>
>
> --
> Kirk Huizenga and Bryan Eastep's Aircamper and Corvair Project
> http://www.mykitplane.com/Planes/photoGalleryList.cfm?Menu=PhotoGallery
>
>
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
Dick,
Please do.
Chris
bobka(at)charter.net
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Richard
Navratril
Subject: Re: Pietenpol-List: print a copy
Thanks all for the responses and especially you Chris for your very complete
and documented response. This isn't the first time. I would be very happy
to give reference with all of the help you have given me over 3 1/2 years.
Dick N.
----- Original Message -----
From: "Christian Bobka" <bobka(at)charter.net>
Subject: RE: Pietenpol-List: print a copy
>
> Kirk,
>
> I may need some help from you guys. The DAR application asks for
> referrals. I can think of no better group to ask than those that I have
> been helping with book sales, advice, etc. these past few years.
>
> I was thinking that if each one of you could send me an email stating ways
> that I have helped you through the building process, it may bolster the
> chances of the DAR going through. It is a tough application. If any of
you
> should choose to do this, finish it up with your name, N number if you
have
> one assigned, and your email address. That way I can print them all out
and
> throw them in with the app to the FAA. Thanks.
>
> Chris Bobka
>
> -----Original Message-----
> From: owner-pietenpol-list-server(at)matronics.com
> [mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of The
> Huizenga's
> To: pietenpol-list(at)matronics.com
> Subject: Re: Pietenpol-List: print a copy
>
>
> <kirkh@unique-software.com>
>
> Hurrah Chris!!!!!!!
>
> Great to hear - I'll be giving you a call sometime in the next year
> hopefully.
>
> Kirk
> St Paul, MN
>
>
> >
> >Dick,
> >
> >I forgot to mention that you should probably print a copy of what I just
> >sent and keep it around to show the DAR. BTW, I am applying through the
> EAA
> >to get my DAR so I can inspect everybody's Piets!
> >
> >chris
>
>
> --
> Kirk Huizenga and Bryan Eastep's Aircamper and Corvair Project
> http://www.mykitplane.com/Planes/photoGalleryList.cfm?Menu=PhotoGallery
>
>
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
And don't forget guys that the new DAR for experimental amateur built has no
geographical boundries. Once I get the DAR, I can travel anywhere in the
world to inspect an experimental that is to carry a US registration and I am
an airline pilot who gets places cheap, I mean cheap....
chris bobka
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Christian
Bobka
Subject: RE: Pietenpol-List: print a copy
Dick,
Please do.
Chris
bobka(at)charter.net
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Richard
Navratril
Subject: Re: Pietenpol-List: print a copy
Thanks all for the responses and especially you Chris for your very complete
and documented response. This isn't the first time. I would be very happy
to give reference with all of the help you have given me over 3 1/2 years.
Dick N.
----- Original Message -----
From: "Christian Bobka" <bobka(at)charter.net>
Subject: RE: Pietenpol-List: print a copy
>
> Kirk,
>
> I may need some help from you guys. The DAR application asks for
> referrals. I can think of no better group to ask than those that I have
> been helping with book sales, advice, etc. these past few years.
>
> I was thinking that if each one of you could send me an email stating ways
> that I have helped you through the building process, it may bolster the
> chances of the DAR going through. It is a tough application. If any of
you
> should choose to do this, finish it up with your name, N number if you
have
> one assigned, and your email address. That way I can print them all out
and
> throw them in with the app to the FAA. Thanks.
>
> Chris Bobka
>
> -----Original Message-----
> From: owner-pietenpol-list-server(at)matronics.com
> [mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of The
> Huizenga's
> To: pietenpol-list(at)matronics.com
> Subject: Re: Pietenpol-List: print a copy
>
>
> <kirkh@unique-software.com>
>
> Hurrah Chris!!!!!!!
>
> Great to hear - I'll be giving you a call sometime in the next year
> hopefully.
>
> Kirk
> St Paul, MN
>
>
> >
> >Dick,
> >
> >I forgot to mention that you should probably print a copy of what I just
> >sent and keep it around to show the DAR. BTW, I am applying through the
> EAA
> >to get my DAR so I can inspect everybody's Piets!
> >
> >chris
>
>
> --
> Kirk Huizenga and Bryan Eastep's Aircamper and Corvair Project
> http://www.mykitplane.com/Planes/photoGalleryList.cfm?Menu=PhotoGallery
>
>
________________________________________________________________________________
| From: | "Jack Phillips" <jackphillips(at)earthlink.net> |
Will do, Chris.
I just finished re-making the cooling shroud eyebrows out of steel to
replace my original aluminum ones that mount underneath the middle base nuts
on the cylinders, per your suggestion. I will send you an email to your
address with pictures.
Jack
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Christian
Bobka
Subject: RE: Pietenpol-List: print a copy
Kirk,
I may need some help from you guys. The DAR application asks for
referrals. I can think of no better group to ask than those that I have
been helping with book sales, advice, etc. these past few years.
I was thinking that if each one of you could send me an email stating ways
that I have helped you through the building process, it may bolster the
chances of the DAR going through. It is a tough application. If any of you
should choose to do this, finish it up with your name, N number if you have
one assigned, and your email address. That way I can print them all out and
throw them in with the app to the FAA. Thanks.
Chris Bobka
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of The
Huizenga's
Subject: Re: Pietenpol-List: print a copy
<kirkh@unique-software.com>
Hurrah Chris!!!!!!!
Great to hear - I'll be giving you a call sometime in the next year
hopefully.
Kirk
St Paul, MN
>
>Dick,
>
>I forgot to mention that you should probably print a copy of what I just
>sent and keep it around to show the DAR. BTW, I am applying through the
EAA
>to get my DAR so I can inspect everybody's Piets!
>
>chris
--
Kirk Huizenga and Bryan Eastep's Aircamper and Corvair Project
http://www.mykitplane.com/Planes/photoGalleryList.cfm?Menu=PhotoGallery
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
Jack,
I hope it is just the part that goes under the nuts that you remade? Not
the WHOLE eyebrow?
chris
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Jack
Phillips
Subject: RE: Pietenpol-List: print a copy
Will do, Chris.
I just finished re-making the cooling shroud eyebrows out of steel to
replace my original aluminum ones that mount underneath the middle base nuts
on the cylinders, per your suggestion. I will send you an email to your
address with pictures.
Jack
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Christian
Bobka
Subject: RE: Pietenpol-List: print a copy
Kirk,
I may need some help from you guys. The DAR application asks for
referrals. I can think of no better group to ask than those that I have
been helping with book sales, advice, etc. these past few years.
I was thinking that if each one of you could send me an email stating ways
that I have helped you through the building process, it may bolster the
chances of the DAR going through. It is a tough application. If any of you
should choose to do this, finish it up with your name, N number if you have
one assigned, and your email address. That way I can print them all out and
throw them in with the app to the FAA. Thanks.
Chris Bobka
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of The
Huizenga's
Subject: Re: Pietenpol-List: print a copy
<kirkh@unique-software.com>
Hurrah Chris!!!!!!!
Great to hear - I'll be giving you a call sometime in the next year
hopefully.
Kirk
St Paul, MN
>
>Dick,
>
>I forgot to mention that you should probably print a copy of what I just
>sent and keep it around to show the DAR. BTW, I am applying through the
EAA
>to get my DAR so I can inspect everybody's Piets!
>
>chris
--
Kirk Huizenga and Bryan Eastep's Aircamper and Corvair Project
http://www.mykitplane.com/Planes/photoGalleryList.cfm?Menu=PhotoGallery
________________________________________________________________________________
| From: | "Jack Phillips" <jackphillips(at)earthlink.net> |
Yeah, I'm pretty stupid, but not THAT stupid. I meant I remade the brackets
(the shrouds are still aluminum - I type faster than I think, sometimes). I
think I've got all the old correspondence on this subject. I will put it
together and send it to your e-mail, Chris.
Jack
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Christian
Bobka
Subject: RE: Pietenpol-List: print a copy
Jack,
I hope it is just the part that goes under the nuts that you remade? Not
the WHOLE eyebrow?
chris
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Jack
Phillips
Subject: RE: Pietenpol-List: print a copy
Will do, Chris.
I just finished re-making the cooling shroud eyebrows out of steel to
replace my original aluminum ones that mount underneath the middle base nuts
on the cylinders, per your suggestion. I will send you an email to your
address with pictures.
Jack
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Christian
Bobka
Subject: RE: Pietenpol-List: print a copy
Kirk,
I may need some help from you guys. The DAR application asks for
referrals. I can think of no better group to ask than those that I have
been helping with book sales, advice, etc. these past few years.
I was thinking that if each one of you could send me an email stating ways
that I have helped you through the building process, it may bolster the
chances of the DAR going through. It is a tough application. If any of you
should choose to do this, finish it up with your name, N number if you have
one assigned, and your email address. That way I can print them all out and
throw them in with the app to the FAA. Thanks.
Chris Bobka
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of The
Huizenga's
Subject: Re: Pietenpol-List: print a copy
<kirkh@unique-software.com>
Hurrah Chris!!!!!!!
Great to hear - I'll be giving you a call sometime in the next year
hopefully.
Kirk
St Paul, MN
>
>Dick,
>
>I forgot to mention that you should probably print a copy of what I just
>sent and keep it around to show the DAR. BTW, I am applying through the
EAA
>to get my DAR so I can inspect everybody's Piets!
>
>chris
--
Kirk Huizenga and Bryan Eastep's Aircamper and Corvair Project
http://www.mykitplane.com/Planes/photoGalleryList.cfm?Menu=PhotoGallery
________________________________________________________________________________
| From: | "Alan James" <MADjames(at)theknapp.freeserve.co.uk> |
| Subject: | Re: strut bracing |
Les,
I have just taken a couple of shots of the centre section showing the
aileron connect. The wing has an identical bracket & lever (inverted) which
couples up to it when the wing is offered up. It seems to be a common
arrangement, I can remember seeing an identical system on a USA low wing
homebuilt some years ago and I think Jim must have copied it. The end wing
rib and centre section ribs are beefed up to take the load (filled with
hardwood and faced each side with ply) and a full width compression spar is
fitted between the c/s ribs behind the lever mounting brackets. The system
makes assembly very straightforward but there is a downside:
1. Additional complexity and weight. 2. Extra friction in the controls. 3.
The aileron horns have to be altered in length to match the length of the
connecting arms (10" total) otherwise you have problems with the geometry
and varying cable tension. 4. This means you loose any differential movement
in the ailerons.
Don't get me wrong, it works ok when everything is set up and I have had no
bother with it since installation. It's just not worth the effort if you are
dis-assembling only a couple of times a year.
Roll on spring
Alan
----- Original Message -----
From: "Les Schubert" <leskarin(at)telus.net>
Subject: Re: aileron connections; was Pietenpol-List: strut bracing
>
> Alan
> any chance of a picture of how this works. It sounds quite interesting.
> I am still building and was pondering how to connect the control cables
> for the 3 piece wing.
> Les
>
> >
> >
> >Hi Ted,
> >Yes, its a quick connect. As you offer the wing up to the centre section,
2
> >levers come face to face to complete a control loop to the aileron. Apart
> >from making it a little quicker to assemble, I believe it was also
intended
> >to get around the need for duplicate control inspections as required by
the
> >PFA. Jim also came up with some quick-release bracing cables (between the
> >lift struts). Personally, I would not bother with this mod unless you
intend
> >assembling and dis-assembling the machine every other weekend. After all,
> >its only three cables that need joining -one on each side of the aileron
> >torque/control arm and a break in the balance cable in the centre
section.
> >
> >Regards
> >Alan
> >
> >
> >----- Original Message -----
> >From: "Ted Brousseau" <nfn00979(at)naples.net>
> >To:
> >Subject: Re: aileron connections; was Pietenpol-List: strut bracing
> >
> >
> >
> > >
> > > Alan,
> > >
> > > Please tell us more about that auto-aileron connect facility. Is that
a
> > > quick connect?
> > >
> > > Ted
> > > ----- Original Message -----
> > > From: "Alan James" <MADjames(at)theknapp.freeserve.co.uk>
> > > To:
> > > Subject: Re: Pietenpol-List: strut bracing
> > >
> > >
> > >
> > > >
> > > > Gene,
> > > > Most UK Piets have been built to a slightly modified drawing by Jim
> >Wills
> > > > and approved by our PFA who oversee such things. The main
differences
> > > > include:
> > > > 1. A three piece wing with (optional) auto-aileron connect facility.
> > > > 2. Built-up spars and 'D' box leading edge of 1/16" ply.
> > > > 3. Heavier than original lift struts.
> > > > As a consequence, the max weight has been increased from the
original
> > > 1050lb
> > > > to 1200lb. Stress calculations made at the time suggested that jury
> >struts
> > > > were not necessary and this is how I first flew G-BUCO back in '92.
> > > However,
> > > > it soon became apparent that at certain angles of attack and rpm
> >settings
> > > > the front struts would start vibrating. I first experienced this
over
> >The
> > > > Solent, a stretch of water that separates England from The Isle of
> >Wight.
> > > > This happened on at least 2 of the 5 UK Piets finished at the time
and
> >was
> > > > not good for the nerves! Fixes included setting the strut at an
angle to
> > > the
> > > > slipstream but the PFA decided on a mandatory modification of adding
> >jury
> > > > struts to the front only.
> > > > I hope this clears things up.
> > > > Good luck with your Piet.
> > > > Alan James
> > > >
> > > >
> > > > ----- Original Message -----
> > > > From: <ZigoDan(at)aol.com>
> > > > To:
> > > > Subject: Re: Pietenpol-List: strut bracing
> > > >
> > > >
> > > > >
> > > > > Gene,
> > > > >
> > > > > I have not looked at my plans in a long time. All I am saying is
that
> > > > don't
> > > > > by any means delete something just for convince. Adding parts
like
> >jury
> > > > > struts, better AN hardware is an improvement in my opinion.
Thanks
> >for
> > > > > correcting me on my oversight.
> > > > >
> > > > > Dan
> > > > >
> > > > >
> > > >
> > > >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: strut bracing |
Les,
The type of aileron connection Alan is talking about has been used on
gliders/sailplanes where the wings are frequently removed for transport
by trailer. It eliminates the need to disconnect and reconnect the aileron
control each time this is done---and eliminates a lot of possibilities for
error.
I seem to recall seeing this arrangement on a Sonerai aircraft at Oshkosh
many years ago, but am not certain of the a/c type anymore. It is useful
only with folding wings or wings that are to be removed and reattached
frequently. Otherwise, it isn't worthwhile for the reasons Alan has given.
(I've removed the wings of my Pietenpol only twice in 32 years!)
Cheers,
Graham (Pietenpol CF-AUN)
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
| Subject: | Thanks guys, keep them coming |
Guys,
Please keeep the referrals coming...
Chris Bobka
________________________________________________________________________________
| From: | Les Schubert <leskarin(at)telus.net> |
| Subject: | Re: Model A camshaft |
Gene
Do you have any specs on Dan Price's cam shaft. Stepped up likely means more
lift and duration for more power at flying speed. Does he have a web site
giving
more info and perhaps a comparison with stock.
Les
>
>Does anyone have an opinion (boy, wrong question here!) on the merits of
>using a reground camshaft that can be purchased from Bratton's for $50
>versus Dan Price's new ones for $250?
>
>Obviously new versus used is a consideration, but if it's not a weak point,
>does it justify the price difference? Also, Price cams are "stepped up,"
>whatever that means, still don't know if it's worth it.
>
>
>Gene Rambo
>
>
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
| Subject: | Re: Model A camshaft |
Gene,
As Les said, longer duration and higher lift. Longer duration will mean
longer overlap. This means the intake valve will open sonner and the
exhaust valve will close later. This is good for high RPM operation but is
really bad for idling. Idling means a lot to us because the biggest brake,
both in the air and on the ground, we have on the ship is the engine idling
the propeller at low speed. We don't want the engine to idle at 800 rpm as
we need 400-600 rpm. We don't want it to quit on final either.
High lift is usually where you can pick up meaningful low end torque which
is what we want. The downside of high lift is the springs are worked harder
and more likely to fail. The good side is that with an L head, the spring
breaking will not allow the valve to fall into the cylinder which we know is
really bad. The higher lift means more rapid acceleration of the valve
train on opening and closing. This is not a big deal for us because at the
Piet's rpms, inertia is not a big deal.
To recap, short duration and high lift is generally what we want in the low
rpm band that we operate the A. A little extra lift will go a long way.
This will maximize torque at the low end and have good idling. Hope this
helps.
chris bobka
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Les
Schubert
Subject: Re: Pietenpol-List: Re: Model A camshaft
Gene
Do you have any specs on Dan Price's cam shaft. Stepped up likely means more
lift and duration for more power at flying speed. Does he have a web site
giving
more info and perhaps a comparison with stock.
Les
>
>Does anyone have an opinion (boy, wrong question here!) on the merits of
>using a reground camshaft that can be purchased from Bratton's for $50
>versus Dan Price's new ones for $250?
>
>Obviously new versus used is a consideration, but if it's not a weak point,
>does it justify the price difference? Also, Price cams are "stepped up,"
>whatever that means, still don't know if it's worth it.
>
>
>Gene Rambo
>
>
________________________________________________________________________________
| From: | "Christian Bobka" <bobka(at)charter.net> |
| Subject: | Re: Model A camshaft |
Gene,
I forgot to add that most aftermarket cams will be designed with racing in
mind. Racing means high rpm and we don't care for high rpm. With that, I
would say the stock cam is better than an aftermarket.
In addition, the standards used to measure overlap and duration (they are
directly related) differs from cam manufacturer to cam manufacturer so the
numbers cannot necessarily be readily compared unlessyou are looking at two
cams made by the same manufacturer.
Also, a cam designed for use in a GPU application or something similar, will
be designed to optimally run at the design RPM, which for an A in a GPU type
applicationm would be around 1900-2000 rpm. If it was a cam in an A that
was used on some piece of farm equipment that ran at 1900 rpm all day long,
then that would be a good cam design because it is trying to maximize the
torque at that RPM.
Chris Bobka
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Christian
Bobka
Subject: RE: Pietenpol-List: Re: Model A camshaft
Gene,
As Les said, longer duration and higher lift. Longer duration will mean
longer overlap. This means the intake valve will open sonner and the
exhaust valve will close later. This is good for high RPM operation but is
really bad for idling. Idling means a lot to us because the biggest brake,
both in the air and on the ground, we have on the ship is the engine idling
the propeller at low speed. We don't want the engine to idle at 800 rpm as
we need 400-600 rpm. We don't want it to quit on final either.
High lift is usually where you can pick up meaningful low end torque which
is what we want. The downside of high lift is the springs are worked harder
and more likely to fail. The good side is that with an L head, the spring
breaking will not allow the valve to fall into the cylinder which we know is
really bad. The higher lift means more rapid acceleration of the valve
train on opening and closing. This is not a big deal for us because at the
Piet's rpms, inertia is not a big deal.
To recap, short duration and high lift is generally what we want in the low
rpm band that we operate the A. A little extra lift will go a long way.
This will maximize torque at the low end and have good idling. Hope this
helps.
chris bobka
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com]On Behalf Of Les
Schubert
Subject: Re: Pietenpol-List: Re: Model A camshaft
Gene
Do you have any specs on Dan Price's cam shaft. Stepped up likely means more
lift and duration for more power at flying speed. Does he have a web site
giving
more info and perhaps a comparison with stock.
Les
>
>Does anyone have an opinion (boy, wrong question here!) on the merits of
>using a reground camshaft that can be purchased from Bratton's for $50
>versus Dan Price's new ones for $250?
>
>Obviously new versus used is a consideration, but if it's not a weak point,
>does it justify the price difference? Also, Price cams are "stepped up,"
>whatever that means, still don't know if it's worth it.
>
>
>Gene Rambo
>
>
________________________________________________________________________________
| From: | "Richard Navratril" <horzpool(at)goldengate.net> |
Hey All
I seem to remember some past discussion about moving the position of axel on the
long fuselage. I dont see it indicated on the supplemental plans. Are there
any thoughts from long fuse builders?
A very snowy day in Minnesota
Dick N.
________________________________________________________________________________
| From: | Isablcorky(at)aol.com |
| Subject: | Sat. Both sad and happy |
christinedigsjazz(at)shaw.ca, wayfollower(at)cox.net,
claudiabartlett(at)austin.rr.com, T_FIN(at)Compuserve.com, hmposer(at)charter.net,
Howdyhilary(at)aol.com, fleece(at)cox-internet.com, NewtonIvy(at)webtv.net,
jamestownesimmons(at)yahoo.com, jbrainis(at)sport.rr.com, LCJELKS(at)aol.com,
JimNikls(at)aol.com, Herzog807(at)msn.com, Jajouett(at)aol.com, Leeortho(at)aol.com,
LGililland(at)msn.com, Linda(at)huarch.com, tvlux(at)cox.net, MAGSOUR(at)aol.com,
Marionle35(at)aol.com, Mvphipps39(at)aol.com, rchapman(at)andersonsmith.com,
RobertBeachbum(at)aol.com, nfn00979(at)naples.net, TomTravis(at)aol.com,
wbeevans(at)worldnet.att.net, craigwilcox(at)peoplepc.com
Pieters and Friends,
Yesterday began very sad for our country and some space participants and
their families. This we all regret deeply.
Yesterday, my test pilot Mr. Edwin Johnson, finally agreed to let me fly in
my airplane. Sounds funny doesn't it. He had test flown the first 25 hrs and
36 minutes as required by the FAA before carrying a passenger ( that's me).
Earlier in the afternoon I had cranked up N41CC and taxied up and down the
runway waiting for him. The tailwheel didn't answer to helm as I wanted it so
I came in and made some changes. Finally he arrived and said he would ride
front hole and I would fly from the rear, where else? It took him 2 prop
swings before it started. ( I started it on the first swing earlier). We
talked about our signals etc before we taxied out for run up. Finally I went
to the north end of Lucien and did a few vrooms eased the throttle forward
and felt that 65 Continental try to force me through the seat back. Didn't
even forget to pressure the rudder to the right when the tail lifted. Didn't
know when we left the ground as it was so quick. Kicked in a little right
crab, ( SW wind), and she climbed like an angel on her way home. Made my left
climbing turn and the ball stayed centered. Man, I was livin. Went up to 1K,
130 deg, to go chase hundreds of white pelicans down on the roaring Red. A
beautiful bird, most people have never seen them from above to see the
beautiful black-top wing tips. Anyway my front holer directed me to Desoto
Parish Airport for some attempts to land this airplane. I had failed to tell
him that I had not landed a tail wheel airplane since 1972. Oh well, he would
soon find out. I made my usual Kamakazi approach as he just sat up there
stunned. Came on down to 18 and leveled off to land as if I had been landing
a big bird. Was pretty high and did I ever spread the gears, ( dropped in). I
was embarrased. We went around again and on base he took it to show me how
well a Piet would slip. On final I slipped it and it was like the old L-16 in
'51. He applauded this landing. Hell, any landing would have beat that first
one. We left Desoto. Forgot to mention that between the Pelicans and Desoto
we went up to 2500 for some steeeeeeeep turns, sslooooooooooow flying and
some stalls, power on and half on.
All went well. I felt right at home.
Next we went to a sod duster operation strip. First landing, kinda bad, again
flairing out too high. Next one he applauded me once again. By then the sun
had set and it was beginning to cool down in 41CC so we came home. Landed at
Lucien, again kinda high but ground control was OK. That Lucien runway can't
be any wider 12 or 15 feet.
I guess you might say this was part of what they call a bi-annual. His only
comment was that we need to do it again as soon as we can get another
beautiful day. As all of you noted, the skies in East Texas and Western La
yesterday were as clear as I ever remember.
I ended the day feeling like a popsickle but very pleased to have piloted our
own creation. Joe Czalicka and I. Those building Piets, don't stop, it's
worth all the work.
Corky in La
________________________________________________________________________________
| From: | flyboy_120(at)webtv.net (Ed G.) |
| Subject: | Re: Sat. Both sad and happy |
Wow!!! Congratulations Corky.....It's about time you got to fly that
critter....That had to be a hoot....I'm sure it was rough watching Edwin
fly off the 25 hours...Now for that Sport pilot rule and your all set.
Ed G.
________________________________________________________________________________
January 05, 2003 - February 02, 2003
Pietenpol-Archive.digest.vol-cz