Pietenpol-Archive.digest.vol-hd

November 14, 2008 - November 29, 2008



      
      You're close, but not quite accurate. A solid 1" spar has a bit more
      strength than a routed 1" spar (not equal).
      
      Here's the brief engineering lesson for the day:
      
      Every beam, regardless of the material it is made of, has "Section
      Properties". These are properties of the shape (provided the section is
      homogeneous - all one material throughout) that are used to determine (when
      coupled with material properties), the load carrying capacity of that beam.
      The Section Property in question here is called the Moment of Inertia about
      the neutral axis (I sub x). The Moment of Inertia is directly related to the
      load carrying capacity of the section, so a section with a Moment of Inertia
      value of 2 can carry twice the load that a section with a Moment of Inertia
      value of 1, and only half the load that a section with a value of 4 can, and
      so on. I have calculated the Moments of Inertia for three spar sections
      (routed 1", solid 1" and solid 3/4"). Using the routed 1" section as the
      basis (since this is the section shown in the plans) we see that a solid 1"
      spar can actually carry 119% as much as a routed 1" spar, and a solid 3/4"
      spar can carry 89% as much as a routed 1" spar. This relationship holds, no
      matter what material the spar is made of. The actual load carrying capacity
      comes when we apply the Material Properties (using the appropriate formulas)
      for the specific material that the spar is made of (Sitka Spruce, Douglas
      Fir, 7075 Aluminum, old cheese etc.).
      
      Calculations done by others have indicated that even the routed 1" spar is a
      bit over-designed (let alone a solid 1" spar), and that a solid 3/4" spar is
      sufficient to carry the loads. As we see from above, the solid 3/4" spar can
      carry almost 90% the load that the routed 1" spar can, which allows a Piet
      builder to save money and time.
      
      I've made up a simple drawing to show these sections and their Moments of
      Inertia, and attached it to illustrate.
      
      There will be a brief written quiz on Monday. This concludes today's lesson.
      
      
      Bill C.
      
        _____  
      
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Gene Rambo Sent: Friday, November 14, 2008 8:33 AM
Subject: Re: spar thickness reduction
Mike: A 1" I-beam has the same strength as a solid 1" spar but less weight. Gene ________________________________________________________________________________
From: AMsafetyC(at)aol.com
Date: Nov 14, 2008
Subject: Re: spar thickness reduction
Well Done and thanks Bill John In a message dated 11/14/2008 3:28:55 P.M. Eastern Standard Time, eng(at)canadianrogers.com writes: Gene, You're close, but not quite accurate. A solid 1" spar has a bit more strength than a routed 1" spar (not equal). Here's the brief engineering lesson for the day: Every beam, regardless of the material it is made of, has "Section Properties". These are properties of the shape (provided the section is homogeneous - all one material throughout) that are used to determine (when coupled with material properties), the load carrying capacity of that beam. The Section Property in question here is called the Moment of Inertia about the neutral axis (I sub x). The Moment of Inertia is directly related to the load carrying capacity of the section, so a section with a Moment of Inertia value of 2 can carry twice the load that a section with a Moment of Inertia value of 1, and only half the load that a section with a value of 4 can, and so on. I have calculated the Moments of Inertia for three spar sections (routed 1", solid 1" and solid 3/4"). Using the routed 1" section as the basis (since this is the section shown in the plans) we see that a solid 1" spar can actually carry 119% as much as a routed 1" spar, and a solid 3/4" spar can carry 89% as much as a routed 1" spar. This relationship holds, no matter what material the spar is made of. The actual load carrying capacity comes when we apply the Material Properties (using the appropriate formulas) for the specific material that the spar is made of (Sitka Spruce, Douglas Fir, 7075 Aluminum, old cheese etc.). Calculations done by others have indicated that even the routed 1" spar is a bit over-designed (let alone a solid 1" spar), and that a solid 3/4" spar is sufficient to carry the loads. As we see from above, the solid 3/4" spar can carry almost 90% the load that the routed 1" spar can, which allows a Piet builder to save money and time. I've made up a simple drawing to show these sections and their Moments of Inertia, and attached it to illustrate. There will be a brief written quiz on Monday. This concludes today's lesson. Bill C. ____________________________________ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Gene Rambo Sent: Friday, November 14, 2008 8:33 AM Subject: Re: Pietenpol-List: spar thickness reduction Mike: A 1" I-beam has the same strength as a solid 1" spar but less weight. Gene **************Get the Moviefone Toolbar. Showtimes, theaters, movie news & p://toolbar.aol.com/moviefone/download.html?ncid=emlcntusdown00000001) ________________________________________________________________________________
Date: Nov 14, 2008
From: "ALAN LYSCARS" <alyscars(at)verizon.net>
Subject: Re: spar thickness reduction
Bill, When you get a moment, we'd like to hear about modulus of elasticity under typical live loadings in flight for these three shapes. I think that sitka spruce compared to tofu would complete the exercise nicely. Cheers, Al Lyscars ----- Original Message ----- From: Bill Church To: pietenpol-list(at)matronics.com Sent: Friday, November 14, 2008 3:26 PM Subject: RE: Pietenpol-List: spar thickness reduction Gene, You're close, but not quite accurate. A solid 1" spar has a bit more strength than a routed 1" spar (not equal). Here's the brief engineering lesson for the day: Every beam, regardless of the material it is made of, has "Section Properties". These are properties of the shape (provided the section is homogeneous - all one material throughout) that are used to determine (when coupled with material properties), the load carrying capacity of that beam. The Section Property in question here is called the Moment of Inertia about the neutral axis (I sub x). The Moment of Inertia is directly related to the load carrying capacity of the section, so a section with a Moment of Inertia value of 2 can carry twice the load that a section with a Moment of Inertia value of 1, and only half the load that a section with a value of 4 can, and so on. I have calculated the Moments of Inertia for three spar sections (routed 1", solid 1" and solid 3/4"). Using the routed 1" section as the basis (since this is the section shown in the plans) we see that a solid 1" spar can actually carry 119% as much as a routed 1" spar, and a solid 3/4" spar can carry 89% as much as a routed 1" spar. This relationship holds, no matter what material the spar is made of. The actual load carrying capacity comes when we apply the Material Properties (using the appropriate formulas) for the specific material that the spar is made of (Sitka Spruce, Douglas Fir, 7075 Aluminum, old cheese etc.). Calculations done by others have indicated that even the routed 1" spar is a bit over-designed (let alone a solid 1" spar), and that a solid 3/4" spar is sufficient to carry the loads. As we see from above, the solid 3/4" spar can carry almost 90% the load that the routed 1" spar can, which allows a Piet builder to save money and time. I've made up a simple drawing to show these sections and their Moments of Inertia, and attached it to illustrate. There will be a brief written quiz on Monday. This concludes today's lesson. Bill C. ------------------------------------------------------------------------- ----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Gene Rambo Sent: Friday, November 14, 2008 8:33 AM To: pietenpol-list(at)matronics.com Subject: Re: Pietenpol-List: spar thickness reduction Mike: A 1" I-beam has the same strength as a solid 1" spar but less weight. Gene ________________________________________________________________________________
Date: Nov 14, 2008
From: "walt" <waltdak(at)verizon.net>
Subject: Re: MY CONTINENTAL A-80 AIRCRAFT ENGINE on EBAY & YouTube.
Think you have to Copy and Paste walt evans NX140DL ----- Original Message ----- From: Roy Brooks To: pietenpol-list(at)matronics.com Sent: Friday, November 14, 2008 2:10 PM Subject: RE: Pietenpol-List: MY CONTINENTAL A-80 AIRCRAFT ENGINE on EBAY & YouTube. For some reason, my YouTube link doesn't seem to come up, so here it is again. Maybe Mattronics has something that eliminates links, if so, go to YouTube and just type in this (A-80 AIRCRAFT ENGINE.) Sorry.... Here is the link one more try. http://www.youtube.com/watch?v=O31jul0OYUI ------------------------------------------------------------------------- ----- From: n900ml(at)hotmail.com To: pietenpol-list(at)matronics.com Subject: Pietenpol-List: MY CONTINENTAL A-80 AIRCRAFT ENGINE on EBAY & YouTube. Date: Fri, 14 Nov 2008 12:44:33 -0600 PIETERS=85 I am selling my Continental A-80 engine (as I advised here a month or so ago) and now seen on YouTube. Just type in =93A-80 Continental Aircraft Engine.=94 If that doesn=92t work, use this direct link =85 http://www.youtube.com/watch?v=O31jul0OYUI This engine will go on Ebay and I=92ll post a note here to give interested parties a =93heads-up=94 the day it goes up for auction. It will be sold through Ebay to the highest bidder. I=92ll probably start the auction at $1. It will be necessary for the winning bidder to pick the engine up at Bruce Field in Ballinger, Texas. Here are some details about the history of this engine. This is a long story and if you ARE NOT in the market for an engine being sold for PARTS ONLY please save yourself some time and don=92t bother reading this. I made this video for YouTube in order to show some of the =93highlights=94 about the overhaul on this engine done by my father in 2005. My father was an A&P Mechanic and had 5 type ratings in jets when he retired. He overhauled my Continental A-80 engine and passed away soon after signing the engine logbook. It is bittersweet having to sell this engine, because his signature in the logbook is the last thing he ever signed before he passed away in 2005. My dad learned he had a relapse of colon cancer and at age 85, and he simply decided NOT to undergo chemotherapy a second-time after seeing my mom go though cancer treatment with chemo and radiation not working for her, just a year earlier. Getting my dad to overhaul the engine helped to keep him occupied when that he was living alone as a widower and I simply did not have the savvy to attempt this myself. My dad was tough as nails and the last thing he wanted to accomplish in life was to overhaul my Continental A-80 engine. When he was 78, he overhauled my Lycoming 0-320 E2A engine. In my youth, he overhauled my 1963 Ford van engine, my 1965 Mustang engine and transmission, half a dozen motorcycle engines, he built boats, campers, travel trailers. When he was younger, he rebuilt and flew several old Army Air Corp trainers. He was an instructor pilot during WW2 in the Army Air Corp. The man was a gifted mechanic and I was the =93artist=94. He built stuff, I made them look nice. It was a great partnership for 54 years. When he was 82, he bought a Volkswagen Westfalia and we pulled the engine from that (see this on YouTube, =93Rebuilding my dad=92s Westfalia). I can=92t even remember how many VW based dune buggies my dad and I built, but it was ALWAYS a common sight to see split engine cases and air cooled engines in our garage when I was young. I am not in the position to warranty this engine or guarantee the sufficiency of this engine for use in either a certificated or experimental airplane. By being =93up-front=94 with everyone about the condition of my father (he was in Hospice Care at home when he did this overhaul) it is my goal to be as above-board as possible. I am selling this engine on Ebay as a =93PARTS ENGINE.=94 All bidders will need to understand this is a salvage project for the value of the parts that can be obtained when they disassemble the engine. A Bill Of Sale signed by me and the successful bidder will reflect =93PARTS ENGINE.=94 I can tell you that had I NOT become so decrepit myself, I would have had no reservation about putting this engine on the Piet project my dad and I were working on. My dad NEVER let me down, and my confidence level in this engine is very high. But that being said, I want to emphasize, THIS IS A PARTS ENGINE and must be disassembled by whoever purchases it, for use of parts that can be salvaged. This engine was originally in a Pietenpol I bought in November 2003 (the first time my dad was sick with colon cancer). I had previously committed to travel out-of-state with my father to inspect and purchase a Pietenpol, but my father became ill within a day or so of my trip out of town and he wasn=92t able to go with me. The guy who was selling a Piet (in 2003) sent me e-mails stating the engine had only 5 hours since major overhaul. I made a quick trip out-of-state to buy the Piet and I brought it home on a trailer. When my dad was finally well enough to leave his house, he came out to my farm so we could start the engine. It began leaking oil and gas and ran very rough, despite having fresh gasoline (I think the ride back to Texas on a trailer was all that was needed to make this engine spring a leak.) I pulled the engine out of the Pietenpol, took it to my father=92s house and we disassembled it in his garage (watch the YouTube video.) It was scary to see what was inside the engine as we pulled the oil tank off, removed the cylinders and split the case. The lobes on the camshaft were out of tolerance, the crankshaft was so pitted, the journals looked like Swiss cheese (see this on YouTube, it is pathetic) and the guy who re-built it was so cheap, he made many of engine gaskets rather than purchase REAL OEM gaskets. It was also evident old cotter pins were re-used (inside the engine) and the builder failed to adequately safety-wire the oil pick-up tube onto the engine. The tube could have fallen of into the oil sump! (The list of horrors goes on=85) Long story made short (nearly $7,000 later) I sent the engine case off to Divco, the accessory case went to Drake, I bought a NEW camshaft, had the cylinders rebuilt (Cerminil) bought a new oil pump-kit, new rod bolts, all new gaskets=85 the list of new stuff goes on and on and on. Shortly after the case and parts came back, my father had a relapse of colon cancer and he basically threw in the towel so to speak. He didn=92t want to do chemo again, but he did want to rebuild the engine=85 This was his last priority in life. I think if you will take the time to look at my YouTube video, you=92ll agree, this is the one of the BEST looking A-series engines you will have ever seen. I spared no expense in bringing this engine back to life. I even bought new air-intake tubes, new pushrod tubes and had them powder coated in Candy Apple Blue. I powder coated the valve covers in Continental Gold=85 All new rubber, all new clamps, all new bolts inside and outside the engine. The Slick Mags appeared relatively new when I bought the Pietenpol, They are dual-impulse coupler and they sparked nice and hot. That was the best thing about this Piet project was the new Slick mags. I am not certain where the wiring harness is, but I=92m fairly confident I can find them. When I put the engine on Ebay, bidders will have to be pre-approved prior to submitting a bid. NOBODY gets to bid unless they contact me through Ebay and state they understand the =93no warranty, no guarantee, this is a PARTS engine=94 and they understand it is not being intended for use in any airplane because it is a PARTS ENGINE. I simply can=92t take on the liability and as such, I=92ll be taking a price-beating on this engine by not stating it is =93airworthy.=94 For anybody wanting to see my receipts, yellow tags, release forms, Cerminil process and ALL THE PARTS I bought, I am willing to send you a CD of the receipts and a DVD (as the one YouTube except with better resolution) for $20. I can=92t afford to be mailing CDs and DVDs out to every =93tire-kicker=94 out there and the $20 will be refunded to who ever actually wins the bid. $20 gets you the CD of the receipts with some pictures AND the DVD as shown on YouTube. The DVD should have better resolution than the video I uploaded onto YouTube. Simply send me a money order with your mailing address, and I am happy to put the discs and info in the mail to you. My mail address is P.O. Box 1991. Abilene, Texas 79604. The video on YouTube isn't too bad, but the CD and DVD have greater detail and resolution. Please let me make it clear, the engine will be sold on Ebay, I will not end the auction early, I will not have a buy-it-now price, nor an asking price. I added up the receipts I could find, and the math comes to around $6,600 (not including the powder coating for valve covers, air intake tubes, pushrod tubes and other engine parts.) My expense on this engine pushes the $7,000 mark easily. In a few weeks, I will be getting ready the Piet project (NOT THE JUNK PILE I FIRST BOUGHT) BUT THE SECOND FINER EXAMPLE OF fuselage, wings, center section, lift struts etc. and offering pictures and a YouTube video of it in about a month or so. It is a Piet Fuselage with Grega wings. It was originally started by an Air Force Maintenance Office who worked on the B-1 program. He was also a B-2 Maintenance Officer at a base in MO. when he retired. It is my understanding he is also an A&P/IA and HE works at Cessna in Wichita, Kansas. I felt pretty confident in this guys abilities and this time, I took my father with me for a pre-buy inspection. My dad liked what he saw on this project and I bought it. The original builder had this Aircamper project set up for a Corvair, but I elected to go with my Continental A-80. I sold the Corvair parts and motormount to a TACO official not too far from me. MORE DETAILS ABOUT THIS WILL COME IN A FEW WEEKS. ------------------------------------------------------------------------- ----- Windows Live Hotmail now works up to 70% faster. Sign up today. ww.matronics.com/contribution st">http://www.matronics.com/Navigator?Pietenpol-List onics.com ------------------------------------------------------------------------- ----- Stay up to date on your PC, the Web, and y19462413/direct/01/' target='_new'>Click here ________________________________________________________________________________
From: "Gene Rambo" <generambo(at)msn.com>
Subject: Re: spar thickness reduction
Date: Nov 14, 2008
Thanks for the "lesson", but I completely disagree. I won't argue engineering on here though. Gene ----- Original Message ----- From: ALAN LYSCARS<mailto:alyscars(at)verizon.net> To: pietenpol-list(at)matronics.com Sent: Friday, November 14, 2008 5:18 PM Subject: Re: Pietenpol-List: spar thickness reduction Bill, When you get a moment, we'd like to hear about modulus of elasticity under typical live loadings in flight for these three shapes. I think that sitka spruce compared to tofu would complete the exercise nicely. Cheers, Al Lyscars ----- Original Message ----- From: Bill Church<mailto:eng(at)canadianrogers.com> To: pietenpol-list(at)matronics.com Sent: Friday, November 14, 2008 3:26 PM Subject: RE: Pietenpol-List: spar thickness reduction Gene, You're close, but not quite accurate. A solid 1" spar has a bit more strength than a routed 1" spar (not equal). Here's the brief engineering lesson for the day: Every beam, regardless of the material it is made of, has "Section Properties". These are properties of the shape (provided the section is homogeneous - all one material throughout) that are used to determine (when coupled with material properties), the load carrying capacity of that beam. The Section Property in question here is called the Moment of Inertia about the neutral axis (I sub x). The Moment of Inertia is directly related to the load carrying capacity of the section, so a section with a Moment of Inertia value of 2 can carry twice the load that a section with a Moment of Inertia value of 1, and only half the load that a section with a value of 4 can, and so on. I have calculated the Moments of Inertia for three spar sections (routed 1", solid 1" and solid 3/4"). Using the routed 1" section as the basis (since this is the section shown in the plans) we see that a solid 1" spar can actually carry 119% as much as a routed 1" spar, and a solid 3/4" spar can carry 89% as much as a routed 1" spar. This relationship holds, no matter what material the spar is made of. The actual load carrying capacity comes when we apply the Material Properties (using the appropriate formulas) for the specific material that the spar is made of (Sitka Spruce, Douglas Fir, 7075 Aluminum, old cheese etc.). Calculations done by others have indicated that even the routed 1" spar is a bit over-designed (let alone a solid 1" spar), and that a solid 3/4" spar is sufficient to carry the loads. As we see from above, the solid 3/4" spar can carry almost 90% the load that the routed 1" spar can, which allows a Piet builder to save money and time. I've made up a simple drawing to show these sections and their Moments of Inertia, and attached it to illustrate. There will be a brief written quiz on Monday. This concludes today's lesson. Bill C. ------------------------------------------------------------------------- --- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Gene Rambo Sent: Friday, November 14, 2008 8:33 AM To: pietenpol-list(at)matronics.com Subject: Re: Pietenpol-List: spar thickness reduction Mike: A 1" I-beam has the same strength as a solid 1" spar but less weight. Gene http://www.matronics.com/contribution on> http://www.matronics.com/Navigator?Pietenpol-List m/Navigator?Pietenpol-List> ________________________________________________________________________________
From: "Bill Church" <eng(at)canadianrogers.com>
Subject: spar thickness reduction
Date: Nov 14, 2008
Gene, What part do you "completely disagree" with? I think this List is a better venue to discuss engineering than it is to discuss the merits of Chinese imports, so if you take issue with anything I wrote, please share your thoughts. Maybe I've overlooked something. Unless someone can point out any errors in what I've written, I stand by what I wrote. By the way, the "lesson" was directed at the list members in general, not an any one person. But more specifically, it was directed to those on the list that are not familiar with strengths of materials, and who might appreciate a basic explanation of some things that get brought up from time to time, such as spar design. Bill C. ________________________________________________________________________________
From: "Gene & Tammy" <zharvey(at)bellsouth.net>
Subject: Re: build vs. buy?
Date: Nov 14, 2008
Jim. As I understand it, it is basically the same, except the conditional can be signed off by an A&P and the Annual needs to be signed off by an A&P with an inspection authorization. See FAR 91.409 (c). There may be more to it than that and I'm sure someone here knows ....the rest of the story. Gene in rainy, foggy Tennessee ----- Original Message ----- From: "Jim Ash" <ashcan(at)earthlink.net> Sent: Thursday, November 13, 2008 9:30 PM Subject: Re: Pietenpol-List: build vs. buy? > > I guess I'm a little surprised to learn the rules are different for > experimentals. For years, I thought they were the same. > > So what's the difference between a conditional inspection and an annual? > > Jim Ash > > -----Original Message----- >>From: Gene & Tammy <zharvey(at)bellsouth.net> >>Sent: Nov 13, 2008 7:23 PM >>To: pietenpol-list(at)matronics.com >>Subject: Re: Pietenpol-List: build vs. buy? >> >> >> >>Not completely correct. You would need to get a "condition inspection" >>not >>an annual for an experimental airplane. A lot of A & P's I know will let >>you do most, if not all, of the condition inspection under their >>supervision. On the experimentals I have owned I have usually paid >>between >>$50.00 and $150.00 for a condition inspection. Well worth the price to >>have another set of trained eyes looking over everything. I like to fly >>and >>can't affort to own a plane and build at the same time so buying a >>completed >>Piet was a good way for me to go. Besides, an experimentel airplane is >>never done and I'm always tinkering with it anyway. >>If you follow the airplanes selling on E-bay and Barnstormers have you >>ever >>wondered why there are so many homebuilt planes with 0 or very few hours >>for >>sale? So many of these have been built by folks that are going to wait >>until the plane is finished to learn to fly. Many times they have either >>gotten too old or they find they really don't like to fly. If you love to >>build then build for the love of it, not to get a cheap airplane. Many >>time >>(really I'd say most times) you can buy a well built experimental for less >>than you can build one for. >>My 2 cents worth >>Gene in beautiful Tennessee (spent the first half of the afternoon flying >>the Piet and the second half riding the Gold Wing. Life just doesn't get >>any better) >> >> >> >> >> >> >> >> >> >>Original Message ----- >>From: "Jim Ash" <ashcan(at)earthlink.net> >>To: >>Sent: Thursday, November 13, 2008 4:51 PM >>Subject: Re: Pietenpol-List: build vs. buy? >> >> >>> >>> If you're an A&P, that might work. But for those of us who aren't, >>> buying >>> one from someone else would require us to get our annuals professionally >>> done by somebody else, just as if you'd bought a standard-type. If you >>> built your own, you can get a special A&P certificate for that specific >>> aircraft and do the annuals yourself. >>> >>> Jim Ash >>> >>> >>> >>> -----Original Message----- >>>>From: Tom Anderson <tomanderson_nc(at)yahoo.com> >>>>Sent: Nov 13, 2008 4:26 PM >>>>To: pietenpol-list(at)matronics.com >>>>Subject: Pietenpol-List: build vs. buy? >>>> >>>> >>>> >>>>For those of you that have built a Piet in the past 5 yrs. or so, would >>>>you be willing to share how much your overall costs were? >>>>In talking with several members on this forum (thanks Jack, Jeff, and a >>>>couple of others), I have come to the conclusion that I'm likely not >>>>going >>>>to save much, if anything, by building a Piet. In fact, I've come to >>>>the >>>>conclusion that it may be in my best interest to purchase a well-built >>>>one >>>>that's already got the minimum hours flown off it and just learn to fly >>>>it. Then, when the kids have left home and I'm bored in my older age, >>>>build me one just like I want, if I'm still inclined to do so. >>>> >>>>Any comments, suggestions, or meaningful discussion? >>>> >>>>-------- >>>>Location: Wilson, NC >>>> >>>> >>>> >>>> >>>>Read this topic online here: >>>> >>>>
http://forums.matronics.com/viewtopic.php?p=213979#213979 >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>> >>> >>> >>> >>> >>> >>> >>> -- >>> Checked by AVG. >>> 7:58 AM >>> >>> >> >> >> >> >> > > > -- > Checked by AVG. > 7:58 AM > > ________________________________________________________________________________
Date: Nov 14, 2008
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: spar thickness reduction
That would be me...in need of a lesson in strengths. Please, if you would n ot mind Gene, I would be interested in hearing you. - - ________________________________________________________________________________
From: "Dick N." <horzpool(at)goldengate.net>
Subject: Re: Brakes
Date: Nov 14, 2008
I have a M.C. brake actuator on the stick. I also have a steerable tail wheel. I would get tighter turning radius with dual actuators, but for simplicity, it's just fine for me. Dick N. ----- Original Message ----- From: Marc Dumay To: pietenpol-list(at)matronics.com Sent: Thursday, November 13, 2008 9:45 PM Subject: Pietenpol-List: Brakes Good day fellow mentors. Having no experience yet flying a tail dragger, especially a Pietenpol, I was curious as to what most Piet builders think of having brakes or not on their aircraft? We will be flying both grass and hard surface runways. We plan on having brakes, but not brake pedals. We are thinking of having a brake handle like on a motorcycle. The drawback, would be that we don't have individual braking " left or right", just both wheels would brake the same amount. We will have a antilock regulator and proportioning valve. We hope to use a steerable tail wheel, and are a bit concerned about the ease of taxing and turning without individual brakes on our Piet. Any input or advice would be appreciated. Marc and Larry ________________________________________________________________________________
Subject: Re: Brakes
From: "Bill Church" <billspiet(at)sympatico.ca>
Date: Nov 14, 2008
About five years ago (April 12, 2003 to be exact) Pietenpol builder John McNarry posted the following. It sounded like an interesting arrangement, but I can't find any postings from John since 2004, so I don't know if it ever got operational. The basic arrangement makes sense, just not sure how it would perform in the real world Bill C. : I won't claim this works as I have only made a proof of concept mock up. I have the straight axle gear 21" rims with cable operated drum brakes and the rudder bar. The brake control is like a motorcycle hand brake mounted on the front of the stick. The sheathed cable runs down the stick and splits into two cables parallel to the aileron torque tube. These two cable sheaths are anchored to the floor and the inner cable make a 180 degree turn back towards the front at about under the seat. They then pass over moving pulleys that are fastened with rod links to the rudder bar. This means the cables have an S shaped path and exit the floor at about the rear landing gear "V" strut. Sheathed motorcycle cables take the pull from there to the drum brake levers. With the handle squeezed hard toward the stick the wheels are locked. The lever is at a bit of a stretch but I can get my fingers around it. When the rudder bar is moved, the cable on the side the bar is pressed gets tighter. The opposite side goes slack. The differential is enough that the opposite wheel turns freely. The hand lever moves toward the stick slightly. The slack cable is held on the pulleys by guards and fair lead tubes on the torque tube. I haven't built the whole affair yet and plan to have a row of holes on the pull rod attachment at the rudder bar. This will allow me to find the right rudder bar pull point. Benefits: Brakes! I can hold the brakes with one hand. Differential braking. No Hydraulics. Motorcycle cables are adjustable. Thinking this up is a cure for insomnia. Disadvantages: The pile of parts weighs about 2 lbs. I can't seem to find the time to finish it. Rudder bar? Well the first vehicles I drove where "Capital I go-karts" with front axle steering. You pushed on the opposite side from the direction you wanted to steer. All my time has been in older tail draggers. The Tiger Moth has the only rudder bar I've flown. It has no brakes and a funny linkage that keeps the pedal attached to the bar from swinging in an arc. It still requires a lot of leg motion. Learn to dance. Fly a tail dragger! John Read this topic online here: http://forums.matronics.com/viewtopic.php?p=214307#214307 ________________________________________________________________________________
From: "Richard Schreiber" <lmforge(at)earthlink.net>
Subject: Lockable Tailwheels
Date: Nov 14, 2008
Fellow Pieters, I have a question for those who have built your own steerable tailwheels. Did you make them lockable or not? If they are steerable, without locking for takeoff, how do they behave in a crosswind? Most of the homemade assemblies I have seen appear to be non-lockable, while the purchased units like Matco or the ACSS Homebuilders special are lockable. RicK Schreiber Valparaiso, IN lmforge(at)earthlink.net ________________________________________________________________________________
Date: Nov 15, 2008
From: H RULE <harvey.rule(at)rogers.com>
Subject: Re: Lockable Tailwheels
I don't have a lock and it's not steerable as yet.I use the-brakes and th e rudder to steer.I'm thinking of installing a steering mechanism using cab les to the rudder cables as others have done.-=0A=0A=0A=0A=0A____________ ____________________=0AFrom: Richard Schreiber <lmforge(at)earthlink.net>=0ATo : pietenpol-list =0ASent: Saturday, November 15, 2008 12:28:36 AM=0ASubject: Pietenpol-List: Lockable Tailwheels=0A=0A =0AFellow Pieters,=0A=0AI have a question for those who have built your own steerable tailwheels. Did you make them lockable or not? If they are steer able, without locking for takeoff, how do they behave in a crosswind? Most of the homemade assemblies I have seen appear to be non-lockable, while the purchased units like Matco or the ACSS Homebuilders special are lockable. =0A=0A=0ARicK Schreiber=0AValparaiso, IN=0A=0Almforge(at)earthlink.net=0A=0A =======0A ________________________________________________________________________________
Date: Nov 15, 2008
From: Jim Ash <ashcan(at)earthlink.net>
Subject: Re: Lockable Tailwheels
Your choices for tailwheels (once you exclude skids) are a full-swivel but not steerable, steerable but not full swivel, or lockable, which is a compromise between both. (Did I forget anything?) I have a lockable pneumatic (I don't recall if it's 6" or 8") Scott on my Cub. That after the little steerable solid rubber wheel with the bad bearings that was more skid than wheel. I didn't ask for a lockable tailwheel; it's what my A&P got for me and installed. But I'm glad he did. One of my hassles with the old tailwheel was ground handling. Rolling backwards pretty much necessitated me lifting the rear of the plane and walking it. With the new one, I can roll the plane backwards on all its wheels without having to lift it any more. It's never caused me any problems in a crosswind. The only goofiness to it is that when I want to unlock it, sometimes it takes a determined kick on the pedals to get it to 'snap out' of being locked. I don't know if the force required to get it to unlock is adjustable or not; I've gotten used to it and haven't bothered screwing with it. As I think about it, my next choice would be a full-swivel over a steerable. My brakes are good enough, and I can goose the throttle and wash the rudder to bring it around also. I got pretty good at it with the old lousy tailwheel, which steered rather poorly anyhow. Jim Ash -----Original Message----- >From: Richard Schreiber <lmforge(at)earthlink.net> >Sent: Nov 15, 2008 12:28 AM >To: pietenpol-list >Subject: Pietenpol-List: Lockable Tailwheels > >Fellow Pieters, > >I have a question for those who have built your own steerable tailwheels. Did you make them lockable or not? If they are steerable, without locking for takeoff, how do they behave in a crosswind? Most of the homemade assemblies I have seen appear to be non-lockable, while the purchased units like Matco or the ACSS Homebuilders special are lockable. > > >RicK Schreiber >Valparaiso, IN > >lmforge(at)earthlink.net ________________________________________________________________________________
Date: Nov 15, 2008
From: shad bell <aviatorbell(at)yahoo.com>
Subject: Re: Lockable Tailwheels
We flew NX92GB for the 1st 2 years with a fixed non steerable t/w.- Taxi was a "think 5 min ahead" type of ordeal.- It was fine on grass, but coul d get dicy on a paved runway with a crosswind.- All was well untill that transition time where the rudder became inefective, but you still had forwa rd speed, and it would weather vane.- The brakes are not really strong so a blast of power and rudder was required to keep it on the runway.- The 1st time I experianced it I had to think quickly, after flying champs I was used to the tailwheel traction to steer in that situation.- I would reco mend at least a steerable T/W for your piet, unless you plan on never landi ng on hard surfaced runways. - Shad=0A=0A=0A ________________________________________________________________________________
Subject: Re: build vs. buy?
From: "Tom Anderson" <tomanderson_nc(at)yahoo.com>
Date: Nov 15, 2008
Thanks to all for your responses. John, I may make a "vacation" trip to WI to learn to fly that Cub. I may be in touch requesting some additional info. on it. -------- Location: Wilson, NC Read this topic online here: http://forums.matronics.com/viewtopic.php?p=214394#214394 ________________________________________________________________________________
Subject: Re: Lockable Tailwheels
From: "dwilson" <marwilson(at)charter.net>
Date: Nov 15, 2008
You need to see Ken Perkins steerable tailwheel... Look at his Mykitplanes site. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=214396#214396 ________________________________________________________________________________
From: "Richard Schreiber" <lmforge(at)earthlink.net>
Subject: Re: Lockable Tailwheels
Date: Nov 15, 2008
I have only had 1 landing in a tailwheel aircraft, a Luscomb about a month ago. Due to my inexperience in tailwheel landings what I was wondering (or maybe not understanding) is this. I plan on installing a steerable tailwheel. Do I need to have or is it desirable to have the tailwheel lockable. Will I gain that much stability in crosswind takeoffs and landings if the tailwheel will lock? I am not that concerned about having the wheel be full castering for ground maneuvering when I need to put the Piet in a hangar. Rick Schreiber ----- Original Message ----- From: shad bell Sent: 11/15/2008 5:13:05 PM Subject: Re: Pietenpol-List: Lockable Tailwheels We flew NX92GB for the 1st 2 years with a fixed non steerable t/w. Taxi was a "think 5 min ahead" type of ordeal. It was fine on grass, but could get dicy on a paved runway with a crosswind. All was well untill that transition time where the rudder became inefective, but you still had forward speed, and it would weather vane. The brakes are not really strong so a blast of power and rudder was required to keep it on the runway. The 1st time I experianced it I had to think quickly, after flying champs I was used to the tailwheel traction to steer in that situation. I would recomend at least a steerable T/W for your piet, unless you plan on never landing on hard surfaced runways. Shad ________________________________________________________________________________
Date: Nov 15, 2008
From: Jim Ash <ashcan(at)earthlink.net>
Subject: Re: Lockable Tailwheels
For clarification's sake, my Scott tailwheel is called a locking tailwheel. By that definition, there is an additional moving mechanism between the wheel and the bellcrank. The 'locked' state means that this mechanism is engaged and locks the bellcrank to the wheel, becoming a steerable tailwheel. The 'unlocked' position disengages the bellcrank from the wheel and allows it to caster a full 360 degrees. 'Full 360 degrees' is actually kind of a lie. If the tailwheel is castered around to the straight rear positon, it will automatically lock again. This is how to get it to lock. To unlock it requires side pressure to 'break it loose'. Sometimes snapping the pedals quickly (with the wheel on the ground) will unlock it also. I suspect there's a littel ball-and-sprint detent mechanism inside it. Locked, by this definition does not imply 'locked straight forward' so much as 'locked to the bellcrank'. Is this everybody else's understanding? Jim Ash -----Original Message----- >From: Richard Schreiber <lmforge(at)earthlink.net> >Sent: Nov 15, 2008 6:30 PM >To: pietenpol-list(at)matronics.com >Subject: Re: Pietenpol-List: Lockable Tailwheels > >I have only had 1 landing in a tailwheel aircraft, a Luscomb about a month ago. Due to my inexperience in tailwheel landings what I was wondering (or maybe not understanding) is this. I plan on installing a steerable tailwheel. Do I need to have or is it desirable to have the tailwheel lockable. Will I gain that much stability in crosswind takeoffs and landings if the tailwheel will lock? I am not that concerned about having the wheel be full castering for ground maneuvering when I need to put the Piet in a hangar. > >Rick Schreiber >----- Original Message ----- >From: shad bell >To: pietenpol-list(at)matronics.com >Sent: 11/15/2008 5:13:05 PM >Subject: Re: Pietenpol-List: Lockable Tailwheels > > >We flew NX92GB for the 1st 2 years with a fixed non steerable t/w. Taxi was a "think 5 min ahead" type of ordeal. It was fine on grass, but could get dicy on a paved runway with a crosswind. All was well untill that transition time where the rudder became inefective, but you still had forward speed, and it would weather vane. The brakes are not really strong so a blast of power and rudder was required to keep it on the runway. The 1st time I experianced it I had to think quickly, after flying champs I was used to the tailwheel traction to steer in that situation. I would recomend at least a steerable T/W for your piet, unless you plan on never landing on hard surfaced runways. > >Shad > > ________________________________________________________________________________
Date: Nov 15, 2008
From: "Lloyd Smith" <lesmith240(at)gmail.com>
Subject: Re: Lockable Tailwheels
I think this clarifies some confusion, because there were aircraft that had true "locking tailwheels" that locked in the straight forward position when the stick was held in a certain position (something makes me think full forward). Anyone with high horse power tailwheel time can probably clarify this. Your style of "locking tailwheel" can be forced out of it's detent by a particularly strong gust, just the same as pushing sideways on the tail in order to get it to swivel into position to push into the hangar. On Sat, Nov 15, 2008 at 7:23 PM, Jim Ash wrote: > > For clarification's sake, my Scott tailwheel is called a locking tailwheel. > By that definition, there is an additional moving mechanism between the > wheel and the bellcrank. The 'locked' state means that this mechanism is > engaged and locks the bellcrank to the wheel, becoming a steerable > tailwheel. The 'unlocked' position disengages the bellcrank from the wheel > and allows it to caster a full 360 degrees. > > 'Full 360 degrees' is actually kind of a lie. If the tailwheel is castered > around to the straight rear positon, it will automatically lock again. This > is how to get it to lock. To unlock it requires side pressure to 'break it > loose'. Sometimes snapping the pedals quickly (with the wheel on the ground) > will unlock it also. I suspect there's a littel ball-and-sprint detent > mechanism inside it. > > Locked, by this definition does not imply 'locked straight forward' so much > as 'locked to the bellcrank'. > > Is this everybody else's understanding? > > Jim Ash > > -----Original Message----- > >From: Richard Schreiber <lmforge(at)earthlink.net> > >Sent: Nov 15, 2008 6:30 PM > >To: pietenpol-list(at)matronics.com > >Subject: Re: Pietenpol-List: Lockable Tailwheels > > > >I have only had 1 landing in a tailwheel aircraft, a Luscomb about a month > ago. Due to my inexperience in tailwheel landings what I was wondering (or > maybe not understanding) is this. I plan on installing a steerable > tailwheel. Do I need to have or is it desirable to have the tailwheel > lockable. Will I gain that much stability in crosswind takeoffs and landings > if the tailwheel will lock? I am not that concerned about having the wheel > be full castering for ground maneuvering when I need to put the Piet in a > hangar. > > > >Rick Schreiber > >----- Original Message ----- > >From: shad bell > >To: pietenpol-list(at)matronics.com > >Sent: 11/15/2008 5:13:05 PM > >Subject: Re: Pietenpol-List: Lockable Tailwheels > > > > > > > >We flew NX92GB for the 1st 2 years with a fixed non steerable t/w. Taxi > was a "think 5 min ahead" type of ordeal. It was fine on grass, but could > get dicy on a paved runway with a crosswind. All was well untill that > transition time where the rudder became inefective, but you still had > forward speed, and it would weather vane. The brakes are not really strong > so a blast of power and rudder was required to keep it on the runway. The > 1st time I experianced it I had to think quickly, after flying champs I was > used to the tailwheel traction to steer in that situation. I would recomend > at least a steerable T/W for your piet, unless you plan on never landing on > hard surfaced runways. > > > >Shad > > > > > > > > ________________________________________________________________________________
From: "Gene & Tammy" <zharvey(at)bellsouth.net>
Subject: Re: build vs. buy?
Date: Nov 15, 2008
Tom, If your an EAA member give them a call and they can give you a full list of all instructors that instruct in tail wheel aircraft and where their at. There is also a web site anyone can go to that EAA has listed all of that info also but I don't remember what it is. If you need it just let me know and I'll call the EAA and find out. Gene ________________________________________________________________________________
Date: Nov 15, 2008
From: Jeff Boatright <jboatri(at)emory.edu>
Subject: Re: build vs. buy?
That's right, and that's how I found mine who is willing, and has been, instructing me, in my Piet! > >Tom, If your an EAA member give them a call and they can give you a >full list of all instructors that instruct in tail wheel aircraft >and where their at. There is also a web site anyone can go to that >EAA has listed all of that info also but I don't remember what it >is. If you need it just let me know and I'll call the EAA and find >out. >Gene ________________________________________________________________________________
Date: Nov 15, 2008
From: Jim Ash <ashcan(at)earthlink.net>
Subject: Re: Lockable Tailwheels
My particular tailwheel takes quite a bit to unlock it; sometimes you really have to work at it to break it loose, to the point where I wonder if I shouldn't loosen the detent a bit. I can't imagine even being IN my plane in the kind of crosswind it would take to break it loose. Maybe others' tailwheels aren't so 'stiff'. Jim -----Original Message----- >From: Lloyd Smith <lesmith240(at)gmail.com> >Sent: Nov 15, 2008 7:39 PM >To: pietenpol-list(at)matronics.com >Subject: Re: Pietenpol-List: Lockable Tailwheels > >I think this clarifies some confusion, because there were aircraft that had >true "locking tailwheels" that locked in the straight forward position when >the stick was held in a certain position (something makes me think full >forward). Anyone with high horse power tailwheel time can probably clarify >this. Your style of "locking tailwheel" can be forced out of it's detent by >a particularly strong gust, just the same as pushing sideways on the tail in >order to get it to swivel into position to push into the hangar. > >On Sat, Nov 15, 2008 at 7:23 PM, Jim Ash wrote: > >> >> For clarification's sake, my Scott tailwheel is called a locking tailwheel. >> By that definition, there is an additional moving mechanism between the >> wheel and the bellcrank. The 'locked' state means that this mechanism is >> engaged and locks the bellcrank to the wheel, becoming a steerable >> tailwheel. The 'unlocked' position disengages the bellcrank from the wheel >> and allows it to caster a full 360 degrees. >> >> 'Full 360 degrees' is actually kind of a lie. If the tailwheel is castered >> around to the straight rear positon, it will automatically lock again. This >> is how to get it to lock. To unlock it requires side pressure to 'break it >> loose'. Sometimes snapping the pedals quickly (with the wheel on the ground) >> will unlock it also. I suspect there's a littel ball-and-sprint detent >> mechanism inside it. >> >> Locked, by this definition does not imply 'locked straight forward' so much >> as 'locked to the bellcrank'. >> >> Is this everybody else's understanding? >> >> Jim Ash >> >> -----Original Message----- >> >From: Richard Schreiber <lmforge(at)earthlink.net> >> >Sent: Nov 15, 2008 6:30 PM >> >To: pietenpol-list(at)matronics.com >> >Subject: Re: Pietenpol-List: Lockable Tailwheels >> > >> >I have only had 1 landing in a tailwheel aircraft, a Luscomb about a month >> ago. Due to my inexperience in tailwheel landings what I was wondering (or >> maybe not understanding) is this. I plan on installing a steerable >> tailwheel. Do I need to have or is it desirable to have the tailwheel >> lockable. Will I gain that much stability in crosswind takeoffs and landings >> if the tailwheel will lock? I am not that concerned about having the wheel >> be full castering for ground maneuvering when I need to put the Piet in a >> hangar. >> > >> >Rick Schreiber >> >----- Original Message ----- >> >From: shad bell >> >To: pietenpol-list(at)matronics.com >> >Sent: 11/15/2008 5:13:05 PM >> >Subject: Re: Pietenpol-List: Lockable Tailwheels >> > >> > >> > >> >We flew NX92GB for the 1st 2 years with a fixed non steerable t/w. Taxi >> was a "think 5 min ahead" type of ordeal. It was fine on grass, but could >> get dicy on a paved runway with a crosswind. All was well untill that >> transition time where the rudder became inefective, but you still had >> forward speed, and it would weather vane. The brakes are not really strong >> so a blast of power and rudder was required to keep it on the runway. The >> 1st time I experianced it I had to think quickly, after flying champs I was >> used to the tailwheel traction to steer in that situation. I would recomend >> at least a steerable T/W for your piet, unless you plan on never landing on >> hard surfaced runways. >> > >> >Shad >> > >> > >> > >> >> >> >> >> >> ________________________________________________________________________________
Date: Nov 15, 2008
From: Jim Ash <ashcan(at)earthlink.net>
Subject: Re: build vs. buy?
I've got friends in central Fl who make their living teaching tailwheels: http://www.flytailwheel.com/ They used to have an L-3 (Champ), but I don't know any more. He's still flying the J-3. Jim -----Original Message----- >From: Jeff Boatright <jboatri(at)emory.edu> >Sent: Nov 15, 2008 8:15 PM >To: pietenpol-list(at)matronics.com >Subject: Re: Pietenpol-List: Re: build vs. buy? > > >That's right, and that's how I found mine who is willing, and has >been, instructing me, in my Piet! > > >> >>Tom, If your an EAA member give them a call and they can give you a >>full list of all instructors that instruct in tail wheel aircraft >>and where their at. There is also a web site anyone can go to that >>EAA has listed all of that info also but I don't remember what it >>is. If you need it just let me know and I'll call the EAA and find >>out. >>Gene > > ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: condition insp. vs. annual insp.
Date: Nov 15, 2008
>From a guy who I greatly respect... A&P=2C Tech Counselor=2C builder=2C pil ot=2C and guru Jeff Scott:> Saying that they are pretty much the same about sums it up. Most mechanics > treat them the same=2C although technically s peaking an annual inspection is > an inspection for airworthiness while a c ondition inspection for an > Experimental is an inspection for serviceabili ty.> > Amateur built planes are not signed off as airworthy=2C but instead are > signed off as serviceable. It's actually a fine nit to pick as servic eable > and airworthy typically mean the same thing=2C but it doesn't put t he > professional mechanic in the position of making an airworthiness state ment > about your go fast special built with lumber from the local yard=2C gorilla > glue=2C Radio Shack electronics and hardware store bolts and plum bing=2C then > built from plans that were only used as a suggestive guideli ne. By stating > in the logs that upon inspection the airframe and engine a re serviceable=2C > the mechanic is not stating that those parts should be in the air or are > airworthy. Oscar Zuniga Air Camper NX41CC San Antonio=2C TX ________________________________________________________________________________
Date: Nov 15, 2008
From: Jim Ash <ashcan(at)earthlink.net>
Subject: Re: build vs. buy?
Brain fart - They moved their operation to Griffin, Ga this year. Jim -----Original Message----- >From: Jim Ash <ashcan(at)earthlink.net> >Sent: Nov 15, 2008 8:23 PM >To: pietenpol-list(at)matronics.com >Subject: Re: Pietenpol-List: Re: build vs. buy? > > >I've got friends in central Fl who make their living teaching tailwheels: > >http://www.flytailwheel.com/ > >They used to have an L-3 (Champ), but I don't know any more. He's still flying the J-3. > >Jim > >-----Original Message----- >>From: Jeff Boatright <jboatri(at)emory.edu> >>Sent: Nov 15, 2008 8:15 PM >>To: pietenpol-list(at)matronics.com >>Subject: Re: Pietenpol-List: Re: build vs. buy? >> >> >>That's right, and that's how I found mine who is willing, and has >>been, instructing me, in my Piet! >> >> >>> >>>Tom, If your an EAA member give them a call and they can give you a >>>full list of all instructors that instruct in tail wheel aircraft >>>and where their at. There is also a web site anyone can go to that >>>EAA has listed all of that info also but I don't remember what it >>>is. If you need it just let me know and I'll call the EAA and find >>>out. >>>Gene >> >> >> >> >> > > ________________________________________________________________________________
Date: Nov 16, 2008
From: Matt Dralle <dralle(at)matronics.com>
Subject: What's My Contribution Used For?
Dear Listers, Some have asked, "What's my Contribution used for?" and that's a good question. Here are just a few examples of what your direct List support enables. It provides for the very expensive, commercial-grade T1 Internet connection used on the List insuring maximum performance and minimal contention when accessing List services. It pays for the regular system hardware and software upgrades enabling the highest performance possible for services such as the Archive Search Engine, List Browser, and Forums. It pays for 19+ years worth of online archive data available for instant random search and access. And, it offsets the many hours spent writing, developing, and maintaining the custom applications that power this List Service such as the List Browse, Search Engine, Forums, Wiki and PhotoShare. But most importantly, your List Contribution enables a forum where you and your peers can communicate freely in an environment that is free from moderation, censorship, advertising, commercialism, SPAM, and computer viruses. How many places on the Internet can you make all those statements these days? It is YOUR CONTRIBUTION that directly enables these many aspects of these valuable List services. Please support it today with your List Contribution. Its one of the best investments you can make in your Sport... List Contribution Web Site: http://www.matronics.com/contribution Thank you for your support! Matt Dralle Email List Administrator ________________________________________________________________________________
Date: Nov 16, 2008
From: Richard Carden <flywrite(at)verizon.net>
Subject: Machine gun plans
I've had no success in reaching the gentleman in Kansas City who reportedly has a booklet or set of instructions for making the propane machine gun as per the kcdawnpatrol website. If anyone has these instructions and is finished with them, I'd be happy to buy them. Thanks, Dick Carden ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: Lockable Tailwheels
Date: Nov 16, 2008
You are correct, Lloyd. SNJ's and AT-6's had true locking tailwheels that, once locked, were unlocked by pushing the stick full forward. I believe the P-51 had the same arrangement. I believe DC-3's also had a tailwheel that could be locked straight ahead for takeoff and landing, then unlocked to facilitate low speed ground handling. Jack Phillips NX899JP _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Lloyd Smith Sent: Saturday, November 15, 2008 7:40 PM Subject: Re: Pietenpol-List: Lockable Tailwheels I think this clarifies some confusion, because there were aircraft that had true "locking tailwheels" that locked in the straight forward position when the stick was held in a certain position (something makes me think full forward). Anyone with high horse power tailwheel time can probably clarify this. Your style of "locking tailwheel" can be forced out of it's detent by a particularly strong gust, just the same as pushing sideways on the tail in order to get it to swivel into position to push into the hangar. On Sat, Nov 15, 2008 at 7:23 PM, Jim Ash wrote: For clarification's sake, my Scott tailwheel is called a locking tailwheel. By that definition, there is an additional moving mechanism between the wheel and the bellcrank. The 'locked' state means that this mechanism is engaged and locks the bellcrank to the wheel, becoming a steerable tailwheel. The 'unlocked' position disengages the bellcrank from the wheel and allows it to caster a full 360 degrees. 'Full 360 degrees' is actually kind of a lie. If the tailwheel is castered around to the straight rear positon, it will automatically lock again. This is how to get it to lock. To unlock it requires side pressure to 'break it loose'. Sometimes snapping the pedals quickly (with the wheel on the ground) will unlock it also. I suspect there's a littel ball-and-sprint detent mechanism inside it. Locked, by this definition does not imply 'locked straight forward' so much as 'locked to the bellcrank'. Is this everybody else's understanding? Jim Ash -----Original Message----- >From: Richard Schreiber <lmforge(at)earthlink.net> >Sent: Nov 15, 2008 6:30 PM >To: pietenpol-list(at)matronics.com >Subject: Re: Pietenpol-List: Lockable Tailwheels > >I have only had 1 landing in a tailwheel aircraft, a Luscomb about a month ago. Due to my inexperience in tailwheel landings what I was wondering (or maybe not understanding) is this. I plan on installing a steerable tailwheel. Do I need to have or is it desirable to have the tailwheel lockable. Will I gain that much stability in crosswind takeoffs and landings if the tailwheel will lock? I am not that concerned about having the wheel be full castering for ground maneuvering when I need to put the Piet in a hangar. > >Rick Schreiber >----- Original Message ----- >From: shad bell >To: pietenpol-list(at)matronics.com >Sent: 11/15/2008 5:13:05 PM >Subject: Re: Pietenpol-List: Lockable Tailwheels > > >We flew NX92GB for the 1st 2 years with a fixed non steerable t/w. Taxi was a "think 5 min ahead" type of ordeal. It was fine on grass, but could get dicy on a paved runway with a crosswind. All was well untill that transition time where the rudder became inefective, but you still had forward speed, and it would weather vane. The brakes are not really strong so a blast of power and rudder was required to keep it on the runway. The 1st time I experianced it I had to think quickly, after flying champs I was used to the tailwheel traction to steer in that situation. I would recomend at least a steerable T/W for your piet, unless you plan on never landing on hard surfaced runways. > >Shad > > ________________________________________________________________________________
Date: Nov 16, 2008
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: No nails in spars
Anyone flying a Piet. that has no nails on the vertical rib supports to the spars?- The plan calls for them, but I know we have omitted other shown nails, (gussets) so why not these? ________________________________________________________________________________
From: "Richard Schreiber" <lmforge(at)earthlink.net>
Subject: lockable tailwheels
Date: Nov 16, 2008
thanks to everyone who responded about lockable tailwheels. I finally understand the differences. I plan on building my own (with steering) similar to what Don Emch and Greg Cardinal/Dale Johnson have done. Rick Schreiber Valaparaiso IN Richard Schreiber lmforge(at)earthlink.net ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: stall speeds
Date: Nov 16, 2008
Howdy=2C Pietenpolers- In preparation for experimenting with vortex generators on the wings and ho rizontal stabilizer of 41CC (close your ears=2C purists!)=2C I went up this afternoon to run a stall se ries to get a rough idea of what the stall speeds are for my airplane. It was a cool afternoon with a light breeze=2C just me aboard and half a tank of fuel. That's as scientific as I'm going to get up to this p oint. I took the airplane up to about 2500 ft. (climbed like a rocket in the cool air) and did stalls power -off and power-on. The pitot gets a little crazy during power-on stalls due to the extreme angle and the propwash=2C so the airspeed needle jumps around quite a bit and I'm sure the readings aren't very accur ate=2C but I'll get relative numbers "before and after" anyway. Power-off stalls happen at 37-38 MPH and power-on happen at about 32-34 ind icated. The airplane has to be stalled briskly or it will just go nose-high and mush without muc h of a break at the stall. The nose will then bob up and down in and out of stall. Bringing the nose up crisply and quickly will bring it to a more noticeable stall. Rudders are required to keep the nose straight. Oscar Zuniga Air Camper NX41CC San Antonio=2C TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
From: "Skip Gadd" <skipgadd(at)earthlink.net>
Subject: stall speeds
Date: Nov 16, 2008
Oscar, P. F. Beck has vortex generators on his Corvair Piet. He told me they reduced the stall enough that he thought they were worthwhile, I don't remember the numbers. Skip ----- Original Message ----- From: Oscar Zuniga Sent: 11/16/2008 9:01:09 PM Subject: Pietenpol-List: stall speeds Howdy, Pietenpolers- In preparation for experimenting with vortex generators on the wings and horizontal stabilizer of 41CC (close your ears, purists!), I went up this afternoon to run a stall series to get a rough idea of what the stall speeds are for my airplane. It was a cool afternoon with a light breeze, just me aboard and half a tank of fuel. That's as scientific as I'm going to get up to this point. I took the airplane up to about 2500 ft. (climbed like a rocket in the cool air) and did stalls power-off and power-on. The pitot gets a little crazy during power-on stalls due to the extreme angle and the propwash, so the airspeed needle jumps around quite a bit and I'm sure the readings aren't very accurate, but I'll get relative numbers "before and after" anyway. Power-off stalls happen at 37-38 MPH and power-on happen at about 32-34 indicated. The airplane has to be stalled briskly or it will just go nose-high and mush without much of a break at the stall. The nose will then bob up and down in and out of stall. Bringing the nose up crisply and quickly will bring it to a more noticeable stall. Rudders are required to keep the nose straight. Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
Date: Nov 16, 2008
From: Darrel Jones <wd6bor(at)vom.com>
Subject: Re: Machine gun plans
Richard Carden wrote: > > > I've had no success in reaching the gentleman in Kansas City who > reportedly has a booklet or set of instructions for making the propane > machine gun as per the kcdawnpatrol website. If anyone has these > instructions and is finished with them, I'd be happy to buy them. > Thanks, Dick Carden Richard and the group, I am also looking for the propane machine gun plans. I didn't want to re-invent the wheel trying to come up with one for my airplane. Please let me know what you find. Thanks, Darrel Jones, Pfeifer Sport NX154JP Sonoma, CA ________________________________________________________________________________
From: "gcardinal" <gcardinal(at)comcast.net>
Subject: Re: No nails in spars
Date: Nov 16, 2008
Michael, The ribs on NX18235 are attached to the spar with T-88, not nails. I think this far more common than nailing the ribs to the spars. Greg Cardinal ----- Original Message ----- From: Michael Perez To: pietenpol-list(at)matronics.com Sent: Sunday, November 16, 2008 5:12 PM Subject: Pietenpol-List: No nails in spars Anyone flying a Piet. that has no nails on the vertical rib supports to the spars? The plan calls for them, but I know we have omitted other shown nails, (gussets) so why not these? 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: elevator trim
Date: Nov 16, 2008
I took a few pictures of my elevator trim system and put them up on a webpa ge today=2C at http://www.flysquirrel.net/piets/trim.htmlOscar Zuniga Air Camper NX41CC San Antonio=2C TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
Date: Nov 16, 2008
From: Jeff Boatright <jboatri(at)emory.edu>
Subject: Re: stall speeds
Oscar, We, too, plan to install VGs. Did you make yours, or buy 'em? Our power-off stall with two on board and 12 gal in the fuselage tank is 38-40 mph. Don't know what the power-on stall is - I keep my eyes closed for those! =-O There is a definite break with either type of stall, no need to bring the nose up crisply. Heavy right wing drop, very consistent. I put both those down to the aluminum wrap used for the leading edge (rather than the plywood skin called for in the plans). Really a bad modifications - gives a very lumpy leading edge. One of the few mistakes the original builder made, IMO. Jeff >Howdy, Pietenpolers- >... > >Power-off stalls happen at 37-38 MPH and power-on happen at about >32-34 indicated. The airplane >has to be stalled briskly or it will just go nose-high and mush >without much of a break at the stall. >The nose will then bob up and down in and out of stall. Bringing >the nose up crisply and quickly will >bring it to a more noticeable stall. Rudders are required to keep >the nose straight. > >Oscar Zuniga >Air Camper NX41CC >San Antonio, TX >mailto: taildrags(at)hotmail.com >website at http://www.flysquirrel.net ________________________________________________________________________________
From: "Clif Dawson" <CDAWSON5854(at)shaw.ca>
Subject: Re: Machine gun plans
Date: Nov 16, 2008
Try this; http://www.kcdawnpatrol.org/machine-gun.htm Clif > I am also looking for the propane machine gun plans. I didn't want to > re-invent the wheel trying to come up with one for my airplane. Please > let me know what you find. > > Thanks, > Darrel Jones, ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: vortex generators
Date: Nov 17, 2008
My VGs are Landshorter's premolded polycarbonate ones, available from my friends Joa Harrison and his wife, at http://www.landshorter.com If you want to home-brew your own, Jack Hart's website has good details on fabrication and installation as he made them for his Kolb Firefly. The photo and narrative sequence begins here: http://www.thirdshift.com/jack/firefly/firefly18.html Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
From: Roy Brooks <n900ml(at)hotmail.com>
Subject: Update & Alert: Continental A-80 Engine to be sold
Date: Nov 17, 2008
I received an e-mail this weekend from a friend advising an A&P had looked at my video and my engine has two connecting rods (bottoms can be seen with oil holes facing the wrong way) and there are odd rocker arms... (one of t he reasons I wanted to be as up-front on showing the pictures and video... glad this was spotted before I place this up for sale or donate to an aviat ion museum as a static piece never to be flown again. I recall seeing insi de the engine case 3-1941 and I suspect this engine ---or at least the case --- may have been in a trainer during WW2. I can state that when we opened the packaged rocker arms=2C we called AEA i n Dallas (where we bought them) and asked them why the rocker arms didn't a ll look alike. They told us that rocker arms for the "A" series engines are available in several styles (old and new) and that they are interchangeabl e. Don't know if this is "kosher" but I've heard from other sources that ro cker arms (and other parts like brand-new camshafts) are getting harder and harder to find these days... There may be some validity to this=2C but I a m no expert on the subject and I advise being skeptical. They might all nee d to be matched? This being said=2C this engine "project" has a lot of really good parts. I' m wondering if I should disassemble it and sell off the parts? Any suggesti ons! I simply don't want the liability if some stranger buys this=2C stabs it on an airplane=2C crashes and lawyers start showing up on my front door. My o ther concern is if someone I don't know (as in a scoundrel) buys this and r esells it on Ebay as an airworthy=2C ready to stab engine. (My old "Worlds Fastest" Cherokee was sold in the 1990s to a great guy who moved to Florida=2C a hurricane came in=2C flooded the Cherokee up to and i nside the cockpit=2C inside the wing-roots and tailcone. AIG "totaled" the Cherokee=2C sold it." Wentwurth (misspelled on purpose) bought it=2C sold i t again and the Cherokee is flying again=2C despite having been exposed to salt water and sitting in a humid Florida environment for 5 months until AI G could settle the claim. The salt content was so evident=2C it changed the color of the carpet. It looked like th salt had "wicked" up pretty darned high. I found the Cherokee on Ebay being advertised basically as "pristine " "worlds fastest Cherokee" not a "rust dog.") I for one don't think that i s very reputable and thus my reasoning for trying to be as "communicative" about my A-80 engine. One other observation by the mechanic who saw my video... the rings on a Ce rmanil engine are different than rings on a regular chrome (and I believe a regular steel jug.) I recall when we bought the rings for this engine=2C w e were assured they were the right rings for the nickle-bore process. That' s why I took pictures of the rings being placed in the slots=2C and trying to show the numbers on the rings (top ring=2C 2nd down=2C 3rd down 4th down =2C 5th down=2C) In fact=2C my logbook reflects this entry=2C "TOP RING=2C 22206. 2nd 3555A=2C 3rd 35551=2C 4th 3595=2C 5th Ring 3595." The top ring (if memory serves me correct=2C and please understand I have a hard time re membering where I put my car keys on many days) is the "oddball ring" and I think has a higher molybdenum content in it. I recall their saying someth ing along the lines of "chrome rings won't work in a nickle bore cylinder" thus our being so demanding when we were buying the right piston rings. The logbook also has entries concerning the part numbers of the oil pump kit =2C #21343=2C #3562=2C #21160=2C #2456. One thing I like about nickle over the chrome process is I've had step-wear problems in previous engines with chrome jugs. Also=2C nickle holds oil re siduals on the surface better than chrome. I flew a Cherokee years ago that sprung a leak=2C dumping all the oil overboard (call me Capt. Exxon Vladez ) and that engine had the Cermnil jugs. Teardown showed the crankshaft was shot=2C but the jugs looked pretty darned good. We sent them back to ECI=2C they did a simply refurb (installed valves etc) and the jugs went back on the 0-320 Lycoming. Chrome and Iron cylinders may have held up just fine (w ithout oil) but I was so impressed that I was able to milk the engine to a runway=2C I became a big fan of nickel lined cylinders... Last question=2C I think I'd like to keep the logbook and simply give the s ales-receipts and yellow tags to the buyer. The logbook is dated Oct. 21 =2C 2005 (my birthday) and for nothing more than sentimentality=2C it has s ome significance for me. Observations=2C comments and indulgence are very much appreciated. I guess this is like that TV show=2C DEAL or NO DEAL... Should I DISSEMBLE or NO DISSEMBLE? and then sale? _________________________________________________________________ Stay up to date on your PC=2C the Web=2C and your mobile phone with Windows Live ________________________________________________________________________________
From: Roy Brooks <n900ml(at)hotmail.com>
Subject: Update & Alert: Continental A-80 Engine to be sold
Date: Nov 17, 2008
I'm not seeing the "two connecting rods" bottoms facing the wrong way... Ju st wanted to clear this up. I must be jinxed in more ways than one.... AGGG H. From: n900ml(at)hotmail.com Subject: Pietenpol-List: Update & Alert: Continental A-80 Engine to be sold Date: Mon=2C 17 Nov 2008 09:00:09 -0600 I received an e-mail this weekend from a friend advising an A&P had looked at my video and my engine has two connecting rods (bottoms can be seen with oil holes facing the wrong way) and there are odd rocker arms... (one of t he reasons I wanted to be as up-front on showing the pictures and video... glad this was spotted before I place this up for sale or donate to an aviat ion museum as a static piece never to be flown again. I recall seeing insi de the engine case 3-1941 and I suspect this engine ---or at least the case --- may have been in a trainer during WW2. I can state that when we opened the packaged rocker arms=2C we called AEA i n Dallas (where we bought them) and asked them why the rocker arms didn't a ll look alike. They told us that rocker arms for the "A" series engines are available in several styles (old and new) and that they are interchangeabl e. Don't know if this is "kosher" but I've heard from other sources that ro cker arms (and other parts like brand-new camshafts) are getting harder and harder to find these days... There may be some validity to this=2C but I a m no expert on the subject and I advise being skeptical. They might all nee d to be matched? This being said=2C this engine "project" has a lot of really good parts. I' m wondering if I should disassemble it and sell off the parts? Any suggesti ons! I simply don't want the liability if some stranger buys this=2C stabs it on an airplane=2C crashes and lawyers start showing up on my front door. My o ther concern is if someone I don't know (as in a scoundrel) buys this and r esells it on Ebay as an airworthy=2C ready to stab engine. (My old "Worlds Fastest" Cherokee was sold in the 1990s to a great guy who moved to Florida=2C a hurricane came in=2C flooded the Cherokee up to and i nside the cockpit=2C inside the wing-roots and tailcone. AIG "totaled" the Cherokee=2C sold it." Wentwurth (misspelled on purpose) bought it=2C sold i t again and the Cherokee is flying again=2C despite having been exposed to salt water and sitting in a humid Florida environment for 5 months until AI G could settle the claim. The salt content was so evident=2C it changed the color of the carpet. It looked like th salt had "wicked" up pretty darned high. I found the Cherokee on Ebay being advertised basically as "pristine " "worlds fastest Cherokee" not a "rust dog.") I for one don't think that i s very reputable and thus my reasoning for trying to be as "communicative" about my A-80 engine. One other observation by the mechanic who saw my video... the rings on a Ce rmanil engine are different than rings on a regular chrome (and I believe a regular steel jug.) I recall when we bought the rings for this engine=2C w e were assured they were the right rings for the nickle-bore process. That' s why I took pictures of the rings being placed in the slots=2C and trying to show the numbers on the rings (top ring=2C 2nd down=2C 3rd down 4th down =2C 5th down=2C) In fact=2C my logbook reflects this entry=2C "TOP RING=2C 22206. 2nd 3555A=2C 3rd 35551=2C 4th 3595=2C 5th Ring 3595." The top ring (if memory serves me correct=2C and please understand I have a hard time re membering where I put my car keys on many days) is the "oddball ring" and I think has a higher molybdenum content in it. I recall their saying someth ing along the lines of "chrome rings won't work in a nickle bore cylinder" thus our being so demanding when we were buying the right piston rings. The logbook also has entries concerning the part numbers of the oil pump kit =2C #21343=2C #3562=2C #21160=2C #2456. One thing I like about nickle over the chrome process is I've had step-wear problems in previous engines with chrome jugs. Also=2C nickle holds oil re siduals on the surface better than chrome. I flew a Cherokee years ago that sprung a leak=2C dumping all the oil overboard (call me Capt. Exxon Vladez ) and that engine had the Cermnil jugs. Teardown showed the crankshaft was shot=2C but the jugs looked pretty darned good. We sent them back to ECI=2C they did a simply refurb (installed valves etc) and the jugs went back on the 0-320 Lycoming. Chrome and Iron cylinders may have held up just fine (w ithout oil) but I was so impressed that I was able to milk the engine to a runway=2C I became a big fan of nickel lined cylinders... Last question=2C I think I'd like to keep the logbook and simply give the s ales-receipts and yellow tags to the buyer. The logbook is dated Oct. 21 =2C 2005 (my birthday) and for nothing more than sentimentality=2C it has s ome significance for me. Observations=2C comments and indulgence are very much appreciated. I guess this is like that TV show=2C DEAL or NO DEAL... Should I DISSEMBLE or NO DISSEMBLE? and then sale? Stay up to date on your PC=2C the Web=2C and your mobile phone with Windows Live <>Click here _________________________________________________________________ Windows Live Hotmail now works up to 70% faster. http://windowslive.com/Explore/Hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_fast er_112008 ________________________________________________________________________________
From: Roy Brooks <n900ml(at)hotmail.com>
Subject: Update & Alert: Continental A-80 Engine to be sold
Date: Nov 17, 2008
A lot of my text is NOT showing up in my original post. For some reason=2C the text I placed in Bold or Italics or in a color other than BLACK doesn't make it through Mattronics and back to my e-mail=2C so if anyone needs cla rity on this=2C please send me an e-mail off the list and I can send the or iginal text direct to you=2C bypassing the list. Sorry for the error and 3 posts in ONE DAY... I hope to take some action on this be weeks-end and decide to part it out t o put on Ebay or not. From: n900ml(at)hotmail.com Subject: Pietenpol-List: Update & Alert: Continental A-80 Engine to be sold Date: Mon=2C 17 Nov 2008 09:00:09 -0600 I received an e-mail this weekend from a friend advising an A&P had looked at my video and my engine has two connecting rods (bottoms can be seen with oil holes facing the wrong way) and there are odd rocker arms... (one of t he reasons I wanted to be as up-front on showing the pictures and video... glad this was spotted before I place this up for sale or donate to an aviat ion museum as a static piece never to be flown again. I recall seeing insi de the engine case 3-1941 and I suspect this engine ---or at least the case --- may have been in a trainer during WW2. I can state that when we opened the packaged rocker arms=2C we called AEA i n Dallas (where we bought them) and asked them why the rocker arms didn't a ll look alike. They told us that rocker arms for the "A" series engines are available in several styles (old and new) and that they are interchangeabl e. Don't know if this is "kosher" but I've heard from other sources that ro cker arms (and other parts like brand-new camshafts) are getting harder and harder to find these days... There may be some validity to this=2C but I a m no expert on the subject and I advise being skeptical. They might all nee d to be matched? This being said=2C this engine "project" has a lot of really good parts. I' m wondering if I should disassemble it and sell off the parts? Any suggesti ons! I simply don't want the liability if some stranger buys this=2C stabs it on an airplane=2C crashes and lawyers start showing up on my front door. My o ther concern is if someone I don't know (as in a scoundrel) buys this and r esells it on Ebay as an airworthy=2C ready to stab engine. (My old "Worlds Fastest" Cherokee was sold in the 1990s to a great guy who moved to Florida=2C a hurricane came in=2C flooded the Cherokee up to and i nside the cockpit=2C inside the wing-roots and tailcone. AIG "totaled" the Cherokee=2C sold it." Wentwurth (misspelled on purpose) bought it=2C sold i t again and the Cherokee is flying again=2C despite having been exposed to salt water and sitting in a humid Florida environment for 5 months until AI G could settle the claim. The salt content was so evident=2C it changed the color of the carpet. It looked like th salt had "wicked" up pretty darned high. I found the Cherokee on Ebay being advertised basically as "pristine " "worlds fastest Cherokee" not a "rust dog.") I for one don't think that i s very reputable and thus my reasoning for trying to be as "communicative" about my A-80 engine. One other observation by the mechanic who saw my video... the rings on a Ce rmanil engine are different than rings on a regular chrome (and I believe a regular steel jug.) I recall when we bought the rings for this engine=2C w e were assured they were the right rings for the nickle-bore process. That' s why I took pictures of the rings being placed in the slots=2C and trying to show the numbers on the rings (top ring=2C 2nd down=2C 3rd down 4th down =2C 5th down=2C) In fact=2C my logbook reflects this entry=2C "TOP RING=2C 22206. 2nd 3555A=2C 3rd 35551=2C 4th 3595=2C 5th Ring 3595." The top ring (if memory serves me correct=2C and please understand I have a hard time re membering where I put my car keys on many days) is the "oddball ring" and I think has a higher molybdenum content in it. I recall their saying someth ing along the lines of "chrome rings won't work in a nickle bore cylinder" thus our being so demanding when we were buying the right piston rings. The logbook also has entries concerning the part numbers of the oil pump kit =2C #21343=2C #3562=2C #21160=2C #2456. One thing I like about nickle over the chrome process is I've had step-wear problems in previous engines with chrome jugs. Also=2C nickle holds oil re siduals on the surface better than chrome. I flew a Cherokee years ago that sprung a leak=2C dumping all the oil overboard (call me Capt. Exxon Vladez ) and that engine had the Cermnil jugs. Teardown showed the crankshaft was shot=2C but the jugs looked pretty darned good. We sent them back to ECI=2C they did a simply refurb (installed valves etc) and the jugs went back on the 0-320 Lycoming. Chrome and Iron cylinders may have held up just fine (w ithout oil) but I was so impressed that I was able to milk the engine to a runway=2C I became a big fan of nickel lined cylinders... Last question=2C I think I'd like to keep the logbook and simply give the s ales-receipts and yellow tags to the buyer. The logbook is dated Oct. 21 =2C 2005 (my birthday) and for nothing more than sentimentality=2C it has s ome significance for me. Observations=2C comments and indulgence are very much appreciated. I guess this is like that TV show=2C DEAL or NO DEAL... Should I DISSEMBLE or NO DISSEMBLE? and then sale? Stay up to date on your PC=2C the Web=2C and your mobile phone with Windows Live <>Click here _________________________________________________________________ See how Windows=AE connects the people=2C information=2C and fun that are p art of your life ________________________________________________________________________________
Date: Nov 17, 2008
From: Steve Ruse <steve(at)wotelectronics.com>
Subject: Re: vortex generators
Oscar, Are those VGs on your Piet? Can you tell us how they changed its flight characteristics? Thanks, Steve Ruse Quoting Oscar Zuniga : > > > My VGs are Landshorter's premolded polycarbonate ones, available > from my friends Joa Harrison and his wife, at > http://www.landshorter.com > > If you want to home-brew your own, Jack Hart's website has good > details on fabrication and installation > as he made them for his Kolb Firefly. The photo and narrative > sequence begins here: > http://www.thirdshift.com/jack/firefly/firefly18.html > > Oscar Zuniga > Air Camper NX41CC > San Antonio, TX > mailto: taildrags(at)hotmail.com > website at http://www.flysquirrel.net > > ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: vortex generators
Date: Nov 17, 2008
I have not yet installed the VGs on my airplane, Steve. I'm going to paint them this weekend, lay out the pattern on my wing, and maybe get them installed but won't have flight test info for another couple of weeks. Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
Date: Nov 17, 2008
From: "walt" <waltdak(at)verizon.net>
Subject: Re: No nails in spars
I used no nails there. Only glue and clamps. Those clamps made from slices of PVC pipe that someone introduced years ago worked really great for this walt evans NX140DL ----- Original Message ----- From: Michael Perez To: pietenpol-list(at)matronics.com Sent: Sunday, November 16, 2008 6:12 PM Subject: Pietenpol-List: No nails in spars Anyone flying a Piet. that has no nails on the vertical rib supports to the spars? The plan calls for them, but I know we have omitted other shown nails, (gussets) so why not these? 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D ________________________________________________________________________________
Date: Nov 17, 2008
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Re: No nails in spars
Thank you all. I planned on just using T-88, but I wanted to be sure omitting the nails was cool. ________________________________________________________________________________
Date: Nov 17, 2008
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: In case you did not notice...
I have been asking questions on wings/assembly. That's because I am 2 ribs short of having my full compliment made and I am moving into wing/CS assemb ly! I have all the spars made and am working on metal hardware and compress ion struts. I bet these last-2 ribs take me longer to do then all the oth ers. I can't believe I am almost done with them. What a great feeling of ac complishment.- Just some useless FYI. Now back to local programming... ________________________________________________________________________________
From: "Richard Schreiber" <lmforge(at)earthlink.net>
Subject: In case you did not notice...
Date: Nov 17, 2008
Way to go Michael! I did my ribs as my first project. They were moved all over the house and garage for 4 years while I did other parts of the Piet. I thought back then that they were always in the way and I could never find a suitable place to store them. Boy was I wrong!!! Once they become a wing is when the space really gets gobbled up. Rick Schreiber In wintry NW Indiana with 14 inches of snow on the way. ----- Original Message ----- From: Michael Perez Sent: 11/17/2008 4:46:21 PM Subject: Pietenpol-List: In case you did not notice... I have been asking questions on wings/assembly. That's because I am 2 ribs short of having my full compliment made and I am moving into wing/CS assembly! I have all the spars made and am working on metal hardware and compression struts. I bet these last 2 ribs take me longer to do then all the others. I can't believe I am almost done with them. What a great feeling of accomplishment. Just some useless FYI. Now back to local programming... ________________________________________________________________________________
Date: Nov 17, 2008
From: Michael Groah <dskogrover(at)yahoo.com>
Subject: Re: In case you did not notice...
That sounds great. I know I was excited to start my wings. This past weekend I hinged the aileron on my right wing. That makes that wing done other than the aileron horn and some sanding/varnishing! Then I have to do it all over again for the other wing. It should go faster though as I've made all the parts for the other wing as I've been going along. Get going and get that wing together, it's great to hear progress reports. Mike Groah Tulare CA Fuse done (for the most part), tail done, one wing almost done, center section nearly done, Lots left to do. (Christmas this year marks a year of work on the project) Michael Perez wrote: I have been asking questions on wings/assembly. That's because I am 2 ribs short of having my full compliment made and I am moving into wing/CS assembly! I have all the spars made and am working on metal hardware and compression struts. I bet these last 2 ribs take me longer to do then all the others. I can't believe I am almost done with them. What a great feeling of accomplishment. Just some useless FYI. Now back to local programming... ________________________________________________________________________________
Subject: Re: In case you did not notice...
From: amsafetyc(at)aol.com
Date: Nov 18, 2008
UmljaGFyZA0KDQpZb3UgaGF2ZSB0aGUgcGVyZmVjdCBzaG9wIGluIHdoaWNoIHRvIHdhdGNoIGl0 IHNub3cgd2hpbGUgeW91IGJ1aWxkDQoNCkpvaG4NCg0KUHMgSSBob3BlIHRvIGJlIHN0YXJ0aW5n IG15IHdpbmdzIGluIHRoZSBuZXh0IDIgd2Vla3MNCg0KDQpTZW50IGZyb20gbXkgVmVyaXpvbiBX aXJlbGVzcyBCbGFja0JlcnJ5DQoNCi0tLS0tT3JpZ2luYWwgTWVzc2FnZS0tLS0tDQpGcm9tOiAi UmljaGFyZCBTY2hyZWliZXIiIDxsbWZvcmdlQGVhcnRobGluay5uZXQ+DQoNCkRhdGU6IE1vbiwg MTcgTm92IDIwMDggMTY6NTc6MjYgDQpUbzogPHBpZXRlbnBvbC1saXN0QG1hdHJvbmljcy5jb20+ DQpTdWJqZWN0OiBSRTogUGlldGVucG9sLUxpc3Q6IEluIGNhc2UgeW91IGRpZCBub3Qgbm90aWNl Li4uDQoNCg0KV2F5IHRvIGdvIE1pY2hhZWwhIEkgZGlkIG15IHJpYnMgYXMgbXkgZmlyc3QgcHJv amVjdC4gVGhleSB3ZXJlIG1vdmVkIGFsbCBvdmVyIHRoZSBob3VzZSBhbmQgZ2FyYWdlIGZvciA0 IHllYXJzIHdoaWxlIEkgZGlkIG90aGVyIHBhcnRzIG9mIHRoZSBQaWV0LiBJIHRob3VnaHQgYmFj ayB0aGVuIHRoYXQgdGhleSB3ZXJlIGFsd2F5cyBpbiB0aGUgd2F5IGFuZCBJIGNvdWxkIG5ldmVy IGZpbmQgYSBzdWl0YWJsZSBwbGFjZSB0byBzdG9yZSB0aGVtLiANCg0KQm95IHdhcyBJIHdyb25n ISEhIE9uY2UgdGhleSBiZWNvbWUgYSB3aW5nIGlzIHdoZW4gdGhlIHNwYWNlIHJlYWxseSBnZXRz IGdvYmJsZWQgdXAuDQoNClJpY2sgU2NocmVpYmVyDQpJbiB3aW50cnkgTlcgSW5kaWFuYSB3aXRo IDE0IGluY2hlcyBvZiBzbm93IG9uIHRoZSB3YXkuDQoNCg0KLS0tLS0gT3JpZ2luYWwgTWVzc2Fn ZSAtLS0tLSANCkZyb206IE1pY2hhZWwgUGVyZXogDQpUbzogcGlldGVucG9sLWxpc3RAbWF0cm9u aWNzLmNvbQ0KU2VudDogMTEvMTcvMjAwOCA0OjQ2OjIxIFBNIA0KU3ViamVjdDogUGlldGVucG9s LUxpc3Q6IEluIGNhc2UgeW91IGRpZCBub3Qgbm90aWNlLi4uDQoNCg0KSSBoYXZlIGJlZW4gYXNr aW5nIHF1ZXN0aW9ucyBvbiB3aW5ncy9hc3NlbWJseS4gVGhhdCdzIGJlY2F1c2UgSSBhbSAyIHJp YnMgc2hvcnQgb2YgaGF2aW5nIG15IGZ1bGwgY29tcGxpbWVudCBtYWRlIGFuZCBJIGFtIG1vdmlu ZyBpbnRvIHdpbmcvQ1MgYXNzZW1ibHkhIEkgaGF2ZSBhbGwgdGhlIHNwYXJzIG1hZGUgYW5kIGFt IHdvcmtpbmcgb24gbWV0YWwgaGFyZHdhcmUgYW5kIGNvbXByZXNzaW9uIHN0cnV0cy4gSSBiZXQg dGhlc2UgbGFzdCAyIHJpYnMgdGFrZSBtZSBsb25nZXIgdG8gZG8gdGhlbiBhbGwgdGhlIG90aGVy cy4gSSBjYW4ndCBiZWxpZXZlIEkgYW0gYWxtb3N0IGRvbmUgd2l0aCB0aGVtLiBXaGF0IGEgZ3Jl YXQgZmVlbGluZyBvZiBhY2NvbXBsaXNobWVudC4gIEp1c3Qgc29tZSB1c2VsZXNzIEZZSS4gTm93 IGJhY2sgdG8gbG9jYWwgcHJvZ3JhbW1pbmcuLi4NCg0KDQoNCg= ________________________________________________________________________________
From: "Richard Schreiber" <lmforge(at)earthlink.net>
Subject: Re: In case you did not notice...
Date: Nov 17, 2008
I went to get the snow blower ready and found a couple of missing springs. I'm not tackling that drive with a shovel.......gee retired, no grass to cut and snowed in, Guess I'll have to spend even more time working on the Piet. Now that I have decided how I'll do the tailwheel, I've started fabricating that. The wood for the straight axle main gear is cut and planed, so that will be next. Rick Schreiber ----- Original Message ----- From: Sent: 11/17/2008 10:12:24 PM Subject: Re: Pietenpol-List: In case you did not notice... Richard You have the perfect shop in which to watch it snow while you build John Ps I hope to be starting my wings in the next 2 weeks Sent from my Verizon Wireless BlackBerry From: "Richard Schreiber" <lmforge(at)earthlink.net> Date: Mon, 17 Nov 2008 16:57:26 -0600 Subject: RE: Pietenpol-List: In case you did not notice... Way to go Michael! I did my ribs as my first project. They were moved all over the house and garage for 4 years while I did other parts of the Piet. I thought back then that they were always in the way and I could never find a suitable place to store them. Boy was I wrong!!! Once they become a wing is when the space really gets gobbled up. Rick Schreiber In wintry NW Indiana with 14 inches of snow on the way. ----- Original Message ----- From: Michael Perez Sent: 11/17/2008 4:46:21 PM Subject: Pietenpol-List: In case you did not notice... I have been asking questions on wings/assembly. That's because I am 2 ribs short of having my full compliment made and I am moving into wing/CS assembly! I have all the spars made and am working on metal hardware and compression struts. I bet these last 2 ribs take me longer to do then all the others. I can't believe I am almost done with them. What a great feeling of accomplishment. Just some useless FYI. Now back to local programming... ???~???,? g(???M4?G?q???z????.?'??y?J?i??X???lN?2??? ________________________________________________________________________________
Date: Nov 18, 2008
From: Matt Dralle <dralle(at)matronics.com>
Subject: What Members Are Saying...
Dear Listers, November is the Annual Matronics List Fund Raiser. The Lists are supported solely through your generous Contributions during this time. Please make your Contribution today and pick up a really nice free gift at this same time: http://www.matronics.com/contribution Listers have been including some really nice comments regarding what the Lists mean to them along with their Contributions this year. I've included a few of them below. Please read them over and see if some perhaps echo your feelings as well. Thank you for your support this year! Matt Dralle Matronics Email List and Forum Administrator ------------------------------------------------------------------------------ Best bargain in the entire industry!! -Owen B Every year your lists are better, sure #1 in e-mail list in the world. -Gary G Thank you for an awesome site! -Ashley M Your lists are important to me and well worth paying for. -Calvin A Thank you for providing such and informative and ad free environment to learn by. -Myron H As always, a valuable and extremely useful resource. Stephen T As always, a great service. -Reade G Very much appreciate this site and the communications it has enabled between builders. -Larry M This service is worth every penny. -Robert S Great site! Thanks a ton for its functionality! -Peter B The RV-10 list feels like my community. -Dave S The lists are fantastic, a great source! -Jimmy Y I've learned a lot from the List. -Gabriel F A wonderful resource. -Gerald G Well done. -Richard N Years of good service. -William M Valuable service. -Keith H The site is quite helpful. -Jon M Very interesting List that I read form the beginning. -Alain L A well managed site. -Carl B Great service. -Svein Kare J Still the most useful program on the computer. -Fergus K Great contribution to my project! -Robert K Thanks for keeping a great list. -Dt G The List continues to provide excellent information. -Tony C This is a wonderful resource that has easily saved me a bunch on my build-time. -Ralph C Thank you for providing a great service. The Zenith builder's community would be in sad shape without the Zenith-List's. -Terrence P I really do get pleasure out of reading the List every day. -Bill V Great source of information. -Arthur V Thanks for a great service. Very enjoyable. -Louis B You know we all could not do without your support!! -James S Great resource! -Douglas D Thanks for the great service. -John B ________________________________________________________________________________
From: <catdesigns(at)att.net>
Subject: New Pictures on the web page
Date: Nov 18, 2008
I was cleaning up my computer so I could reformat the hard drive due to frustrating computer problems and came across some pictures Dan Helsper sent me way to long ago, sorry for loosing them Dan. Dan does some incredibly nice work. http://westcoastpiet.com/dan_helsper.htm Jeff Boatright has their plane flying again after the uhmm firm Navy like landing. Check out how good Jeff's plane looks now. http://westcoastpiet.com/wayne,_bob_anf_jeff.htm Arthur Mason from England sent me some pictures too. Arthur has been flying his Pietenpol in England for a long time and it still looks great. http://westcoastpiet.com/new_page_28.htm As long as were into project updates, I have been mounting the control horns on the tail. http://westcoastpiet.com/control_horns1.htm I am slowly working on a write-up on how I make the control horns for the webpage. Chris Tracy Sacramento, Ca Website at http://www.WestCoastPiet.com ________________________________________________________________________________
From: "Bill Church" <eng(at)canadianrogers.com>
Subject: New Pictures on the web page
Date: Nov 18, 2008
Every time I see photos of Dan's metal fittings, I can't help wondering what color (or colour, for those of us up North, or across the pond) scheme he has planned for his Piet. But I don't want to know. I want it to be a surprise. Like waiting till your child is born to find out if it's a boy or a girl (or otherwise). And, after seeing the new pics of Jeff's plane after the make-over, I had to check to see that it was the same plane. What a difference a paint scheme (or hairstyle) can make. Thanks for posting the pics, Chris. Bill C. ________________________________________________________________________________
From: "Bill Church" <eng(at)canadianrogers.com>
Subject: New Pictures on the web page
Date: Nov 18, 2008
Oh, in my last post I forgot to mention the great step-by-step photos Chris added for the building of his control horns. To all those out there that are afraid of the built-up control horns, you can see here that they don't take any special equipment to make. A vise, a hammer, a couple pieces of rod, and a bit of bar. Don't know if Chris was an experienced welder before starting to build his Piet, but he appears to be one now. So much nicer looking than the flat steel control horns (in my opinion, anyway). Well worth the extra effort, and I would imagine a very satisfying part of the project. Very nice work, Chris. Bill C. ________________________________________________________________________________
From: "Bill Church" <eng(at)canadianrogers.com>
Subject: New Pictures on the web page
Date: Nov 18, 2008
Tom, The link was in the original message from Chris. But here it is again: <http://westcoastpiet.com/control_horns1.htm> http://westcoastpiet.com/control_horns1.htm ________________________________________________________________________________
Subject: A huge Thank You to Chris Tracy
Date: Nov 18, 2008
From: "Cuy, Michael D. (GRC-RXD0)[ASRC]" <Michael.D.Cuy(at)nasa.gov>
Chris, I cannot tell you how many times I have sent the link to your photos of Pietenpols to others. Just a fantastic wealth of information you've compiled for us and I'm never surprised to learn a new way that builders have come up with to build the various parts of a Piet---totally creative and refreshing to see. Many others on the list maintain excellent builders logs, blogs, and web pages and I often times will refer questions to those other sites as well. What a talented a diverse group of guys in the Pietenpol community. Just fantastic people and most of them are nice even:) Mike C. ________________________________________________________________________________
From: Jeff Hill <jeff2dogs(at)hotmail.com>
Subject: nails in spars
Date: Nov 18, 2008
I recently was part of a Boeing Stearman rebuild. The ribs are not glued bu t MAY be nailed to the spars if you want. I put in a couple of those small brads into each spar just to keep them from moving during the covering proc ess. They weren't really needed since the ribs were a tight fit anyway. If you are going to use nails=2C don't do it until the drag and anti-drag wire s are in place and snug. That way you can move the ribs a half an inch or s o either way to keep them clear of the wires. That is the way it is done on the Stearman. The ribs do not need to be in the exact position that is sho wn on the plans unless it is one of the "key" ribs like the root=2C wing-ti p or aileron-end rib.Cheers=2C Jeff HillLead CoordinatorHawk One 817/706-81 54jeff2dogs(at)hotmail.com _________________________________________________________________ Windows Live Hotmail now works up to 70% faster. http://windowslive.com/Explore/Hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_fast er_112008 ________________________________________________________________________________
Date: Nov 18, 2008
From: Jeff Boatright <jboatri(at)emory.edu>
Subject: New Pictures on the web page
Bill, Thanks for the kind words. The plane looks 100% better. I think it's stronger, too. Could not have been possible without the help of Mark, Mike, Ron, Sky, & Tom (the regulars at 2GA9). BTW, that prop is a Cloudcars 76x38 and is a great success. Climb rate hasn't been measured precisely yet, but at the point in the pattern where we used to be at 400' agl, we're now at 600', and where we used to be at 600', we're at 1000' !! No change in stop speed, but we're turning 2500 rpm in initial climb (on a C-75/85). Jeff PS: Hairstyle?? I used to have one of those... >And, after seeing the new pics of Jeff's plane after the make-over, >I had to check to see that it was the same plane. What a difference >a paint scheme (or hairstyle) can make. > ________________________________________________________________________________
From: AMsafetyC(at)aol.com
Date: Nov 18, 2008
Subject: Nice Pics and other update info its the 2 for 1 email
day Jeff she sure looks different from last I saw her, nice job! I was on the builders site and noticed that the list may be a little short or in need of updating. Here is the link for anyone who has not added themselves or needs to update their information, I thought it may be a good time for everyone to stop ther, take a look , sign up or do some maintenance on their entries. _http://www.flyingwood.com/Directory.asp_ (http://www.flyingwood.com/Directory.asp) The work was done by someone else the least we can do is maker sure our own information is accurate. John **************Get the Moviefone Toolbar. Showtimes, theaters, movie news & p://toolbar.aol.com/moviefone/download.html?ncid=emlcntusdown00000001) ________________________________________________________________________________
From: "gcardinal" <gcardinal(at)comcast.net>
Subject: Pietenpol on Barnstormers
Date: Nov 18, 2008
http://www.barnstormers.com/listing.php?id=286220 I saw this project a couple of years ago. Good workmanship. Kapler hinges and Ken Perkins steel fittings according to the owner. ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: New Pictures on the web page
Date: Nov 18, 2008
Wow, those are some nifty pictures on Chris Tracy's site! Dan Helsper's plane is going to be a beauty, with classic Air Camper lines and features and that 35 HP cabin heater up front! And the face-lift on the Boatright Piet is a day-and-night makeover all right! Chris' website is truly a treasure and a beginning Piet builder could do much worse than to spend an hour or two just browsing the photos on that website to glean details and information that pictures can tell much better than words. PS, this past Nov. 11, Veteran's Day, marked four years since 41CC went nose-over. What a joy it's been to fly the airplane after getting it repaired and back in the air though. You guys with snow on the ground, I feel sorry for you. We can still go out and fly anytime we want down here in sunny TX!!! Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
From: BScott116(at)aol.com
Date: Nov 18, 2008
Subject: Re: Machine gun plans
I have the machine gun plans. I printed them from the dawn patrol site. It is just one page of diagram. Go to their site and you will find what you want. In a message dated 11/16/2008 8:24:38 P.M. Central Standard Time, wd6bor(at)vom.com writes: --> Pietenpol-List message posted by: Darrel Jones Richard Carden wrote: > --> Pietenpol-List message posted by: Richard Carden > > > I've had no success in reaching the gentleman in Kansas City who > reportedly has a booklet or set of instructions for making the propane > machine gun as per the kcdawnpatrol website. If anyone has these > instructions and is finished with them, I'd be happy to buy them. > Thanks, Dick Carden Richard and the group, I am also looking for the propane machine gun plans. I didn't want to re-invent the wheel trying to come up with one for my airplane. Please let me know what you find. Thanks, Darrel Jones, Pfeifer Sport NX154JP Sonoma, CA **************Get the Moviefone Toolbar. Showtimes, theaters, movie news & p://toolbar.aol.com/moviefone/download.html?ncid=emlcntusdown00000001) ________________________________________________________________________________
From: <catdesigns(at)att.net>
Subject: Re: New Pictures on the web page
Date: Nov 18, 2008
Thanks Bill. The control horns turned out to be a very satisfying project. These are the second set I made. The first ones were simply bent into facets, kind of like the stealth fighter. Thanks to Jim Markle for saying I could do better, these have the curved shape they should. And I must admit are way better looking then the first set. As for welding, I had never welded an inch prior to starting to building. I tried for 3 years to find someone to weld the fittings but gave up and bought a gas welder and the welding video and book from EAA. Did some reading on the web and went at it. I can't imagine building this plane and not being able to weld my own stuff. It comes in so handy. And to think I was afraid of welding when I started. What was I thinking. I like welding now so much so that I am thinking about buying a TIG welder. It's not worth the cost but it would be great fun to have. Chris Tracy Sacramento, Ca Website at http://www.WestCoastPiet.com ----- Original Message ----- From: Bill Church To: pietenpol-list(at)matronics.com Sent: Tuesday, November 18, 2008 9:06 AM Subject: RE: Pietenpol-List: New Pictures on the web page Oh, in my last post I forgot to mention the great step-by-step photos Chris added for the building of his control horns. To all those out there that are afraid of the built-up control horns, you can see here that they don't take any special equipment to make. A vise, a hammer, a couple pieces of rod, and a bit of bar. Don't know if Chris was an experienced welder before starting to build his Piet, but he appears to be one now. So much nicer looking than the flat steel control horns (in my opinion, anyway). Well worth the extra effort, and I would imagine a very satisfying part of the project. Very nice work, Chris. Bill C. ________________________________________________________________________________
From: "Jim Markle" <jim_markle(at)mindspring.com>
Subject: Re: New Pictures on the web page
Date: Nov 19, 2008
Chris' comments about the control horns are right on the mark. I think they represent one of the most satisfying parts of the entire project. When you first look at the design it's hard to imagine how easy they are to build and how strong they end up. That Bernhard Pietenpol fellow was pretty smart. I picked up a barely used Miller Syncrowave 250 tig machine recently and can hardly wait to try it out. The cost was next to nothing (it was basically a "gift" from a friend) and the more I find out about this thing the more I think it's WAY too much machine. But more is (in this case) better, right? In the last two weeks I finished up those 9" tall, half round cowling support pieces that sit on the longerons and last weekend made the pattern for the pilot's instrument panel cowling. Nice to be able to see the cowling taped down...that's a very satisfying achievement. Sure is encouraging to read all the notes about people flying and building then going out to my shop and actually making some sawdust myself! This group is great. Jim in Pryor OK ----- Original Message ----- From: catdesigns(at)att.net To: pietenpol-list(at)matronics.com Sent: Tuesday, November 18, 2008 11:04 PM Subject: Re: Pietenpol-List: New Pictures on the web page Thanks Bill. The control horns turned out to be a very satisfying project. These are the second set I made. The first ones were simply bent into facets, kind of like the stealth fighter. Thanks to Jim Markle for saying I could do better, these have the curved shape they should. And I must admit are way better looking then the first set. As for welding, I had never welded an inch prior to starting to building. I tried for 3 years to find someone to weld the fittings but gave up and bought a gas welder and the welding video and book from EAA. Did some reading on the web and went at it. I can't imagine building this plane and not being able to weld my own stuff. It comes in so handy. And to think I was afraid of welding when I started. What was I thinking. I like welding now so much so that I am thinking about buying a TIG welder. It's not worth the cost but it would be great fun to have. Chris Tracy Sacramento, Ca Website at http://www.WestCoastPiet.com ----- Original Message ----- From: Bill Church To: pietenpol-list(at)matronics.com Sent: Tuesday, November 18, 2008 9:06 AM Subject: RE: Pietenpol-List: New Pictures on the web page Oh, in my last post I forgot to mention the great step-by-step photos Chris added for the building of his control horns. To all those out there that are afraid of the built-up control horns, you can see here that they don't take any special equipment to make. A vise, a hammer, a couple pieces of rod, and a bit of bar. Don't know if Chris was an experienced welder before starting to build his Piet, but he appears to be one now. So much nicer looking than the flat steel control horns (in my opinion, anyway). Well worth the extra effort, and I would imagine a very satisfying part of the project. Very nice work, Chris. Bill C. href="http://www.matronics.com/contribution">http://www.matronics.com/c href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.mat ronics.com/Navigator?Pietenpol-List href="http://forums.matronics.com">http://forums.matronics.com ________________________________________________________________________________
Date: Nov 19, 2008
From: "TOM STINEMETZE" <TOMS(at)mcpcity.com>
Subject: Engineering Feat
Fellow Pietsters: Building a Piet seems to be one small challenge after another. Solving each challenge is a thrill and really gives you a sense of accomplishment that will be, hopefully, capped by that moment when our creations leave the ground for the first time. The url that I am attaching has nothing to do with building an Air Camper BUT it sure explains the feeling of accomplishment. Enjoy! http://j-walkblog.com/index.php?/weblog/posts/moving_big_rocks Tom Stinemetze McPherson, KS ________________________________________________________________________________
Date: Nov 19, 2008
From: Owen Davies <owen5819(at)comcast.net>
Subject: Re: Hi again to the list from Japan
Among other very interesting comments, Mark Stanley wrote: > You can't buy Stika spruce over here or 4130 so it also makes things a > little difficult. Those little luxuries need to be imported from the USA. Really fascinating to hear about Piets growing in such an unintuitive environment! Please keep us informed. As for 4130, why not follow the designer's lead? Mr. P. undoubtedly used whatever steel was at hand, especially in the first planes. (Surely someone talked to him about this issue and recorded the answer?) He probably used 1020, which forms nearly all the structure of Piper, Aeronca, Taylorcraft, etc., models pre-WWII. If you were building a steel-tube fuselage, you could safely use pretty much whatever ERW structural tubing is available at the nearest supplier. The fittings aren't any more fragile. There really isn't any need to go to the trouble and cost of importing 4130 unless Japanese regulations require it. Owen ________________________________________________________________________________
From: "Dick N." <horzpool(at)goldengate.net>
Subject: Re: New Pictures on the web page
Date: Nov 19, 2008
Hey Oscar We may have some snow on the ground but I haven't cleaned any bugs off the prop lately. With the front cockpit covered and the long undies in place I,m getting some good take off performance and still enjoying the Piet. Dick N. in the skies over Mn and Wi. ----- Original Message ----- From: "Oscar Zuniga" <taildrags(at)hotmail.com> Sent: Tuesday, November 18, 2008 9:44 PM Subject: Pietenpol-List: New Pictures on the web page Wow, those are some nifty pictures on Chris Tracy's site! Dan Helsper's plane is going to be a beauty, with classic Air Camper lines and features and that 35 HP cabin heater up front! And the face-lift on the Boatright Piet is a day-and-night makeover all right! Chris' website is truly a treasure and a beginning Piet builder could do much worse than to spend an hour or two just browsing the photos on that website to glean details and information that pictures can tell much better than words. PS, this past Nov. 11, Veteran's Day, marked four years since 41CC went nose-over. What a joy it's been to fly the airplane after getting it repaired and back in the air though. You guys with snow on the ground, I feel sorry for you. We can still go out and fly anytime we want down here in sunny TX!!! Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
From: BScott116(at)aol.com
Date: Nov 19, 2008
Subject: Re: Machine gun plans
For machine gun instructions email this _address---nancystorey(at)aol.com-- _ (mailto:address---nancystorey(at)aol.com-- ) for instructions/$20 In a message dated 11/16/2008 7:28:04 A.M. Central Standard Time, flywrite(at)verizon.net writes: --> Pietenpol-List message posted by: Richard Carden I've had no success in reaching the gentleman in Kansas City who reportedly has a booklet or set of instructions for making the propane machine gun as per the kcdawnpatrol website. If anyone has these instructions and is finished with them, I'd be happy to buy them. Thanks, Dick Carden **************One site has it all. Your email accounts, your social networks, and the things you love. Try the new AOL.com %26icid=aolcom40vanity%26ncid=emlcntaolcom00000001) ________________________________________________________________________________
From: "gcardinal" <gcardinal(at)comcast.net>
Subject: Piet on Barnstormers
Date: Nov 19, 2008
Yesterday I posted a link to a project for sale. I have pictures available for anybody who is interested. E-mail me off-list, I don't want to bog down the list with 8.5 mb of pictures. One picture is included. Greg ________________________________________________________________________________
Date: Nov 20, 2008
From: Matt Dralle <dralle(at)matronics.com>
Subject: Behind By 21% - Advertising May Be Needed...?
Dear Listers, The percentage of people making a Contribution to support the Lists this year is currently lagging behind last year by approximately 21%! I'm hoping that everyone is just waiting until the last minute to show their support... ;-) Please remember that it is solely your direct Contributions that keep these Lists up and running and most importantly - AD FREE! If the members don't want to support the Lists directly, then I will likely have to start adding advertisements to offset the costs of running the Lists. But I *really* don't want to have to start doing that. I really like the non-commercial atmosphere here and I think that a lot of the members appreciate that too. Please take a moment to make a Contribution today in support of the continued ad-free operation of all these Lists: http://www.matronics.com/contribution I want to send out a word of appreciation to all of the members that have already made their generous Contribution to support the Lists! Thank you! Matt Dralle Email List Administrator ________________________________________________________________________________
Date: Nov 20, 2008
From: "Glenn Thomas" <glennthomas(at)flyingwood.com>
Subject: Re: Engineering Feat
A great example of somebody using his head and being resourceful. Great video. On Wed, Nov 19, 2008 at 11:08 AM, TOM STINEMETZE wrote: > *Fellow Pietsters:* > ** > *Building a Piet seems to be one small challenge after another. Solving > each challenge is a thrill and really gives you a sense of accomplishment > that will be, hopefully, capped by that moment when our creations leave the > ground for the first time. The url that I am attaching has nothing to do > with building an Air Camper BUT it sure explains the feeling of > accomplishment. Enjoy!* > *http://j-walkblog.com/index.php?/weblog/posts/moving_big_rocks*> > ** > *Tom Stinemetze* > *McPherson, KS* > > * > > -- Glenn Thomas Storrs, CT http://www.flyingwood.com ________________________________________________________________________________
From: "Mark Stanley" <mmrally(at)nifty.com>
Subject: Re: Hi again to the list from Japan
Date: Nov 20, 2008
Hi Hans, Thanks for that info, I will check into it over here. Sounds like a better option than importing 4130. Useful info for repairs at work as well. Mark > 4130 is identical to: > > European standard steel DIN 25CrMo4, > > Or Japanes standard steel JIS SCM 430H > > BR > > Hans ________________________________________________________________________________
Date: Nov 20, 2008
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Re: Engineering Feat
Very cool, but I would like to know how he got the blocks to his house, how he got the blocks up on the stair case looking wood thing to roll it, how to get the blocks up on the stones to turn it, how to get the barn up on it's pivot, etc. Where there's a will... ________________________________________________________________________________
Date: Nov 20, 2008
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Spar cuts for dihedral
When looking at the 3 piece wing plan, the spars are butt joined to the win g spars. For those of you who have some dihedral, did you cut an angle on t he center section spars? (or the wing spars?) From my calculations, it woul d take a very small cut to get a inch or so at the tip. It looks to me that the wing attach fitting takes the loads, so having a gap between the spars should not be a problem. This leads me to my next question:- if a gap is OK, why not cut the C.S. spar at an angle back to the first rib? Leaving, of course, material around that first bolt that attaches the fitting to the spar. ________________________________________________________________________________
Subject: Spar cuts for dihedral
Date: Nov 20, 2008
From: "Jack T. Textor" <jtextor(at)thepalmergroup.com>
That's what I did Mike, about 3/16th in at the top. Also don't forget to round out underneath the wing straps so the straps from the center section can tuck behind the wing strap when bolting together. Jack www.textors.com ________________________________________________________________________________
From: AMsafetyC(at)aol.com
Date: Nov 20, 2008
Subject: Re: Spar cuts for dihedral
Wow, Mike, You re reading my mind I was contemplating an angular spar butt cut to create the dihedral so that it was a non gap fit at spar to center section. I just wasn't certain at the slight off 90 degree cut and what that number should be, 90.25, 90.5 91 or 92 degrees to yield the desired 1 to 2 inch elevation at the wing tip. I would be interested in the recommended angle to achieve optimum dihedral from the performance and appearance perspectives. Nobody really wants a limp or floppy Piet.... well maybe some do, just not me if I can avoid it. John In a message dated 11/20/2008 11:47:58 A.M. Eastern Standard Time, speedbrake(at)sbcglobal.net writes: When looking at the 3 piece wing plan, the spars are butt joined to the wing spars. For those of you who have some dihedral, did you cut an angle on the center section spars? (or the wing spars?) From my calculations, it would take a very small cut to get a inch or so at the tip. It looks to me that the wing attach fitting takes the loads, so having a gap between the spars should not be a problem. This leads me to my next question: if a gap is OK, why not cut the C.S. spar at an angle back to the first rib? Leaving, of course, material around that first bolt that attaches the fitting to the spar. ======== (mip://0460be50/3D"http://www.matronics.com/contribution") ======== (mip://0460be50/3D"http://www.matronics.com/Navigator?Pietenpol-List") ======== (mip://0460be50/3D"http://forums.matronics.com") ======== **************One site has it all. Your email accounts, your social networks, and the things you love. Try the new AOL.com ew-dp%26icid=aolcom40vanity%26ncid=emlcntaolcom00000001) ________________________________________________________________________________
Date: Nov 20, 2008
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Center section hardware
Does anyone have their center section hardware made, but not installed? I a m looking for a total weight of one center section hardware set.- The lon g wing attach strap, the welded cabane fitting and the top and bottom piece s that makeup the pulley holder.- No bolts, or pulley and only one set fo r one end of one spar. The picture attached is what I am after. This is a p icture from Jack T's website. (I hope he does not mind.) ________________________________________________________________________________
From: "Bill Church" <eng(at)canadianrogers.com>
Subject: Center section hardware
Date: Nov 20, 2008
Of course, the quickest way would be to plop the parts on a scale and take the reading. But I would imagine that most of the completed fittings are mounted on spars. That being the case, it should be pretty simple to calculate: 4130 has a density of 0.283 pounds per cubic inch. A 12" x 12" piece of .080 steel has a volume of 12 x 12 x .08 = 11.52 cubic inches 11.52 x 0.283 = 3.260 pounds per square foot (or 0.0226 pounds per square inch, or 0.362 ounces per square inch.) Figure out the area (length x width) of the components (in square inches) and add them up, then multiply by the weight per square inch. Simple. _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Michael Perez Sent: Thursday, November 20, 2008 12:24 PM Subject: Pietenpol-List: Center section hardware Does anyone have their center section hardware made, but not installed? I am looking for a total weight of one center section hardware set. The long wing attach strap, the welded cabane fitting and the top and bottom pieces that makeup the pulley holder. No bolts, or pulley and only one set for one end of one spar. The picture attached is what I am after. This is a picture from Jack T's website. (I hope he does not mind.) ________________________________________________________________________________
From: "Bill Church" <eng(at)canadianrogers.com>
Subject: Spar cuts for dihedral
Date: Nov 20, 2008
Well, since you ask... For a 1" rise of the wingtips, the angle is 0.365 degrees For a 2" rise of the wingtips, the angle is 0.729 degrees I'm sure that information will be very helpful. Your angle setting for your miter saw (or hand saw) does adjust to three decimal places, doesn't it? _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of AMsafetyC(at)aol.com Sent: Thursday, November 20, 2008 12:18 PM Subject: Re: Pietenpol-List: Spar cuts for dihedral Wow, Mike, You re reading my mind I was contemplating an angular spar butt cut to create the dihedral so that it was a non gap fit at spar to center section. I just wasn't certain at the slight off 90 degree cut and what that number should be, 90.25, 90.5 91 or 92 degrees to yield the desired 1 to 2 inch elevation at the wing tip. I would be interested in the recommended angle to achieve optimum dihedral from the performance and appearance perspectives. Nobody really wants a limp or floppy Piet.... well maybe some do, just not me if I can avoid it. John ________________________________________________________________________________
Subject: Spar cuts for dihedral
Date: Nov 20, 2008
From: "Phillips, Jack" <Jack.Phillips(at)cardinalhealth.com>
I did that calculation while building mine, knowing that I wanted about =BD " dihedral (not enough to produce any "Dihedral Effect" on stability, but t o avoid the optical illusion you get with a one piece wing that the wing is actually drooping). Once I saw the tiny angular difference, I just said t o heck with it - the spars can handle the deformation required, and I can't cut an angle that small with any accuracy. In fact, you could easily put that amount of dihedral in a one-piece wing. Jack Phillips NX899JP _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-lis t-server(at)matronics.com] On Behalf Of Bill Church Sent: Thursday, November 20, 2008 1:51 PM Subject: RE: Pietenpol-List: Spar cuts for dihedral Well, since you ask... For a 1" rise of the wingtips, the angle is 0.365 degrees For a 2" rise of the wingtips, the angle is 0.729 degrees I'm sure that information will be very helpful. Your angle setting for your miter saw (or hand saw) does adjust to three de cimal places, doesn't it? _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-lis t-server(at)matronics.com] On Behalf Of AMsafetyC(at)aol.com Sent: Thursday, November 20, 2008 12:18 PM Subject: Re: Pietenpol-List: Spar cuts for dihedral Wow, Mike, You re reading my mind I was contemplating an angular spar butt cut to crea te the dihedral so that it was a non gap fit at spar to center section. I j ust wasn't certain at the slight off 90 degree cut and what that number sho uld be, 90.25, 90.5 91 or 92 degrees to yield the desired 1 to 2 inch eleva tion at the wing tip. I would be interested in the recommended angle to ac hieve optimum dihedral from the performance and appearance perspectives. Nobody really wants a limp or floppy Piet.... well maybe some do, just not me if I can avoid it. John _________________________________________________ This message is for the designated recipient only and may contain privilege d, proprietary or otherwise private information. If you have received it in error, please notify the sender immediately and delete the original. Any other use of the email by you is p rohibited. Dansk - Deutsch - Espanol - Francais - Italiano - Japanese - Nederlands - N orsk - Portuguese ________________________________________________________________________________
Date: Nov 20, 2008
From: Jeff Boatright <jboatri(at)emory.edu>
Subject: Re: Spar cuts for dihedral
Our center section and wing panels are connected by the equivalent of a pair of large hinges, with hinge halves in the vertical middle of the butt ribs of the center section and each wing panel, and with pins being AN5 bolts (AN5 is by memory, so don't count on that). If the lift struts are removed, the wing panels can be raised several feet at the tip or lowered all the way to the ground. When the panels and center section are in the same plane (no dihedral), the gap between the butt ribs of a wing and the center section is about an inch. >When looking at the 3 piece wing plan, the spars are butt joined to >the wing spars. For those of you who have some dihedral, did you cut >an angle on the center section spars? (or the wing spars?) From my >calculations, it would take a very small cut to get a inch or so at >the tip. It looks to me that the wing attach fitting takes the >loads, so having a gap between the spars should not be a problem. >This leads me to my next question: if a gap is OK, why not cut the >C.S. spar at an angle back to the first rib? Leaving, of course, >material around that first bolt that attaches the fitting to the >spar. -- _____________________________________________________________ Jeffrey H. Boatright, PhD Associate Professor, Emory Eye Center, Atlanta, GA, USA Senior Editor, Molecular Vision, http://www.molvis.org/molvis mailto:jboatri(at)emory.edu ________________________________________________________________________________
Subject: Center section hardware
Date: Nov 20, 2008
From: "Jack T. Textor" <jtextor(at)thepalmergroup.com>
Mike, No, I don't mind...Total hardware weight as shown in the picture is 41.7 ounces. The rear straps and pulleys come to 23.25 ounces and the front set is 18.45 ounces. For a total of 2.6 pounds or 2 pounds 9.7 ounces. It does include paint, no bolts. Jack www.textors.com ________________________________________________________________________________
Date: Nov 20, 2008
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Re: Spar cuts for dihedral
>From what I figured, with a 5" tall spar, 1 degree of dihedral over the length of the 158.5" long spar would place the end of the spar 2.766" higher then horizontal. The cut on the spar to get that angle would be .174" in at the top. Of course, I may had loused up the math...haven't had to do this is quite some time. ________________________________________________________________________________
Date: Nov 20, 2008
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Center section hardware
Thank you Jack and thanks for the website picture use. What material and si ze pully is that? --- On Thu, 11/20/08, Jack T. Textor wrote: From: Jack T. Textor <jtextor(at)thepalmergroup.com> Subject: RE: Pietenpol-List: Center section hardware Date: Thursday, November 20, 2008, 3:07 PM Mike, No, I don=92t mind=85Total hardware weight as shown in the picture is 41.7 ounces.- The rear straps and pulleys come to 23.25 ounces and the front s et is 18.45 ounces.- For a total of 2.6 pounds or 2 pounds 9.7 ounces.- It does include paint, no bolts. Jack www.textors.com - ________________________________________________________________________________
Date: Nov 20, 2008
From: Matt Dralle <dralle(at)matronics.com>
Subject: Plexiglass Scratch Repair...
Dear Listers, During the fitting of the Plexiglass canopy on my RV-8, I managed to put some pretty disheartening scratches in the windscreen section. You can see from the pictures that they looked pretty bad. A call to Van's revealed that a replacement canopy would be $640 + $250 shipping to California! Ack. So what to do... A bit of surfing and I found this "Scratch Off" windshield repair kit for $35 on the Aircraft Spruce web site: http://www.aircraftspruce.com/catalog/cspages/scratchoff.php Frankly, it just seemed too good to be true. Nothing for $35 could be that "magic" I thought, but what did I have to lose at this point.... Well, the kit arrived yesterday and I decided to give it a try tonight. In a word: WOW! In about 2 hours the windscreen looked as good as new - no kidding - AS GOOD AS NEW! The pictures really don't do the repair justice. It looks better in person. There are basically two sponges in the kit with four decreasingly porous pastes. You just put some of the first paste on the sponge and buff it in with a drill at 1200 RPM or less. Then you wash everything down good including the sponge and windshield with warm water. Then you use the next finer paste and repeat the process. Etc, etc, until you've used the 4th paste that is kind of like car wax. Frankly, the scratches were gone after the first application of paste - I started at #2 based on the instructions and the "observed severity" of the scratch depth. So, the bottom line is, if you've got scuffs or mild scratches in your Plexiglass buy this repair kit. It works! Matt Dralle RV-8 #82880 ________________________________________________________________________________
From: "Scott Knowlton " <flyingscott_k(at)hotmail.com>
Date: Nov 21, 2008
Subject: Re: Plexiglass Scratch Repair...
We used crest toothpaste at our local gliding club when I was a kid. It acted as a very mild rubbing compound and worked great. I've used the techique on my Stinson with great results but suggest you try a test area first. Good luck. Scott Knowlton Slow piet builder -----Original Message----- From: Matt Dralle <dralle(at)matronics.com> Date: Fri, 21 Nov 2008 05:25:15 Subject: Pietenpol-List: Plexiglass Scratch Repair... Dear Listers, During the fitting of the Plexiglass canopy on my RV-8, I managed to put some pretty disheartening scratches in the windscreen section. You can see from the pictures that they looked pretty bad. A call to Van's revealed that a replacement canopy would be $640 + $250 shipping to California! Ack. So what to do... A bit of surfing and I found this "Scratch Off" windshield repair kit for $35 on the Aircraft Spruce web site: http://www.aircraftspruce.com/catalog/cspages/scratchoff.php Frankly, it just seemed too good to be true. Nothing for $35 could be that "magic" I thought, but what did I have to lose at this point.... Well, the kit arrived yesterday and I decided to give it a try tonight. In a word: WOW! In about 2 hours the windscreen looked as good as new - no kidding - AS GOOD AS NEW! The pictures really don't do the repair justice. It looks better in person. There are basically two sponges in the kit with four decreasingly porous pastes. You just put some of the first paste on the sponge and buff it in with a drill at 1200 RPM or less. Then you wash everything down good including the sponge and windshield with warm water. Then you use the next finer paste and repeat the process. Etc, etc, until you've used the 4th paste that is kind of like car wax. Frankly, the scratches were gone after the first application of paste - I started at #2 based on the instructions and the "observed severity" of the scratch depth. So, the bottom line is, if you've got scuffs or mild scratches in your Plexiglass buy this repair kit. It works! Matt Dralle RV-8 #82880 ________________________________________________________________________________
From: erik finster <es_finster(at)hotmail.com>
Subject: Plexiglass Scratch Repair...
Date: Nov 21, 2008
Steve Erik Billing from Windsor Ont=2C We Have a 1946 Aeronca Champ( And I Have S tarted a Pietenpol Project ) and we use Mirror Glaze =2C=2Cfrom any Boat p lace costs between 5-7=2C8 bucks and Works GREAT !!!!!!! We've Used it f or 20 Odd Years Takes out Even Deep Scratches Very Well Please Pass the In fo On to Others Cheers Erik > From: flyingscott_k(at)hotmail.com> To: dralle(at)matronics.com=3B pietenpol-li st(at)matronics.com> Date: Fri=2C 21 Nov 2008 11:59:28 +0000> Subject: Re: Pie tenpol-List: Plexiglass Scratch Repair...> > --> Pietenpol-List message pos ted by: "Scott Knowlton " > > We used crest toot hpaste at our local gliding club when I was a kid. It acted as a very mild rubbing compound and worked great. I've used the techique on my Stinson wit h great results but suggest you try a test area first. Good luck. > > Scott Knowlton > Slow piet builder> > -----Original Message-----> From: Matt Dra lle > > Date: Fri=2C 21 Nov 2008 05:25:15 > To: > Subject: Pietenpol-List: Plexiglass Scratch Repa ir...> > > Dear Listers=2C> > During the fitting of the Plexiglass canopy o n my RV-8=2C I managed to put some pretty disheartening scratches in the wi ndscreen section. You can see from the pictures that they looked pretty ba d. A call to Van's revealed that a replacement canopy would be $640 + $250 shipping to California! Ack.> > So what to do... A bit of surfing and I found this "Scratch Off" windshield repair kit for $35 on the Aircraft Spru ce web site:> > http://www.aircraftspruce.com/catalog/cspages/scrat choff.php <http://www.aircraftspruce.com/catalog/cspages/scratchoff.php> > > Frankly=2C it just seemed too good to be true. Nothing for $35 could be that "magic" I thought=2C but what did I have to lose at this point....> > Well=2C the kit arrived yesterday and I decided to give it a try tonight. In a word: WOW! In about 2 hours the windscreen looked as good as new - no kidding - AS GOOD AS NEW! The pictures really don't do the repair justice . It looks better in person.> > There are basically two sponges in the kit with four decreasingly porous pastes. You just put some of the first past e on the sponge and buff it in with a drill at 1200 RPM or less. Then you wash everything down good including the sponge and windshield with warm wat er. Then you use the next finer paste and repeat the process. Etc=2C etc =2C until you've used the 4th paste that is kind of like car wax.> > Frankl y=2C the scratches were gone after the first application of paste - I start ed at #2 based on the instructions and the "observed severity" of the scrat ch depth.> > So=2C the bottom line is=2C if you've got scuffs or mild scrat ches in your Plexiglass buy this repair kit. It works!> > Matt Dralle> RV- =======================> > > _________________________________________________________________ ________________________________________________________________________________
Subject: Center section hardware
Date: Nov 21, 2008
From: "Jack T. Textor" <jtextor(at)thepalmergroup.com>
Mike, They are 2" Bell-Memphis, BM 24566-3, not sure about material. Got them at OSH for $10.00 a piece. Check eBay, they usually have quite few. Jack www.textors.com ________________________________________________________________________________
Subject: Plexi Scratches
Date: Nov 21, 2008
From: tbyh(at)aol.com
Another idea for removing small, very shallow and minor scratches is to use toothpaste and a soft rag -- I can't think of the brand name off hand but use one with a little grit in it. I've also used this over the years with model airplanes to remove scratches from canopies and clear parts. And your parts will have a nice, clean minty aroma when polished out! Fred B. La Crosse, WI ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: Spar cuts for dihedral
Date: Nov 21, 2008
NX41CC is rigged with 3" of dihedral, measured from wing root to last rib outboard on the wing. Computationally, I guess it works out to about 1.02 degrees. As far as I know, there is no angle cut of the centersection spar... there is enough flex of the wing to allow 3" deflection at the wingtip with the spar butts cut square. The wing attach fittings are bolted up and then the threaded fork at the bottom of the lift struts is adjusted until the desired dihedral is obtained at the wingtip. I believe the Pietenpol manual mentions something along these lines or perhaps a bit less (1"?), but no angle cuts of the spar butts that I can recollect. Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
Date: Nov 21, 2008
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Re: Spar cuts for dihedral
What I am wondering is does the wing attach fittings/bolt take all the loads and if people are cutting the C.S. spars with a gap and no butt joint, why could we not cut that angle all the way back to the first rib on the C.S? ________________________________________________________________________________
Date: Nov 21, 2008
From: Jeff Boatright <jboatri(at)emory.edu>
Subject: Re: Spar cuts for dihedral
The wing attach fittings/bolt take all the loads on my Piet. There is no butt joint between the center section and the wing panel. I do not know if that is to plans. Plane has about 400 hrs on it. >What I am wondering is does the wing attach fittings/bolt take all >the loads and if people are cutting the C.S. spars with a gap and no >butt joint, why could we not cut that angle all the way back to the >first rib on the C.S? -- _____________________________________________________________ Jeffrey H. Boatright, PhD Associate Professor, Emory Eye Center, Atlanta, GA, USA Senior Editor, Molecular Vision, http://www.molvis.org/molvis mailto:jboatri(at)emory.edu ________________________________________________________________________________
Date: Nov 21, 2008
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Rib/spar epoxy
What methods have you guys used to apply the epoxy on to the ribs/spars without wiping it off while sliding on the ribs? Maybe you position the rib first then epoxy around it? ________________________________________________________________________________
From: erik finster <es_finster(at)hotmail.com>
Subject: Plexi Glass Cleaner
Date: Nov 21, 2008
Steve Erik Billing from Windsor we have a 1946 Aeronca Champ and I have Started a Piet project =2C=2C=2C=2C=2C=2C we just Use Mirror Glaze that you can get at Any Boat Store usually about 5-8 $$$ work GREAT and Even Fills Deep S cratches May Want to Pass the Info On Cheers Erik Billing Windsor Ontario Canada _________________________________________________________________ ________________________________________________________________________________
Subject: Rib/spar epoxy
Date: Nov 21, 2008
From: "Jack T. Textor" <jtextor(at)thepalmergroup.com>
Mike, Slip all the ribs on; position them just to the side of where they will be. Apply your epoxy to the spar, and then slide the rib into position and clamp. I glued mine, some just nail theirs. Jack www.textors.com ________________________________________________________________________________
Date: Nov 21, 2008
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Rib/spar epoxy
Thanks Jack. That is exactly what I had planned to do, but hoped there was some better way that I just wasn't thinking of.- Your website, by the way , is very cool. I refer to the pictures from time to time to see how you di d things. --- On Fri, 11/21/08, Jack T. Textor wrote: From: Jack T. Textor <jtextor(at)thepalmergroup.com> Subject: RE: Pietenpol-List: Rib/spar epoxy Date: Friday, November 21, 2008, 11:43 AM Mike, Slip all the ribs on; position them just to the side of where they will be. - Apply your epoxy to the spar, and then slide the rib into position and clamp.- I glued mine, some just nail theirs. Jack www.textors.com - ________________________________________________________________________________
From: "Dick N." <horzpool(at)goldengate.net>
Subject: No bugs on the prop or windshield
Date: Nov 21, 2008
22 degrees on the ground this afternoon when I went out for a fresh afternoon flight. The Piet really performs nicely in the cool air. I flew the A-65 Piet, pulled the prop thru 8 times, 2 shots of prime and left the primer open and it started on the first pull. Dick N. ________________________________________________________________________________
From: "Lagowski Morrow" <jimdeb(at)charter.net>
Subject: Re: No bugs on the prop or windshield
Date: Nov 21, 2008
Dick, What is your dress code?? Do you have an engine heater?--Jim Lagowski ----- Original Message ----- From: Dick N. To: pietenpol-list(at)matronics.com Sent: Friday, November 21, 2008 6:42 PM Subject: Pietenpol-List: No bugs on the prop or windshield 22 degrees on the ground this afternoon when I went out for a fresh afternoon flight. The Piet really performs nicely in the cool air. I flew the A-65 Piet, pulled the prop thru 8 times, 2 shots of prime and left the primer open and it started on the first pull. Dick N. ------------------------------------------------------------------------- ----- Checked by AVG - http://www.avg.com 11/21/2008 9:37 AM ________________________________________________________________________________
Date: Nov 22, 2008
From: Matt Dralle <dralle(at)matronics.com>
Subject: LOC
Dear Listers, Each year at the end of the List Fund Raiser, I post a message acknowledging everyone that so generously made a Contribution to support the Lists. Its sort of my way of publicly thanking everyone that took a minute to show their appreciation for the Lists. Won't you take a moment and assure that your name is on that List of Contributors (LOC)? As a number of members have pointed out over the years, the List seems at least - if not a whole lot more - valuable as a building/flying/recreating/entertainment tool as your typical magazine subscription! Please take minute and assure that your name is on this year's LOC! Show others that you appreciate the Lists. Making a Contribution to support the Lists is fast and easy using your Credit card or Paypal on the Secure Web Site: http://www.matronics.com/contribution or by popping a personal check in the mail to: Matronics Email Lists c/o Matt Dralle PO Box 347 Livermore CA 94551-0347 I would like to thank everyone that has so generously made a Contribution thus far in this year's List Fund Raiser! Remember that its YOUR support that keeps these Lists going and improving! Don't forget to include a little comment about how the Lists have helped you! Best regards, Matt Dralle Email List Administrator ________________________________________________________________________________
From: "Gene & Tammy" <zharvey(at)bellsouth.net>
Subject: Re: No bugs on the prop or windshield
Date: Nov 22, 2008
Dick, does your primer go straight to the cylinder or to the carb? I've been preheating the engine and it's starting right up but I've never heard of leaving the primer open while starting. Gene in beautiful but windy Tennessee ----- Original Message ----- From: Dick N. To: pietenpol-list(at)matronics.com Sent: Friday, November 21, 2008 5:42 PM Subject: Pietenpol-List: No bugs on the prop or windshield 22 degrees on the ground this afternoon when I went out for a fresh afternoon flight. The Piet really performs nicely in the cool air. I flew the A-65 Piet, pulled the prop thru 8 times, 2 shots of prime and left the primer open and it started on the first pull. Dick N. ------------------------------------------------------------------------- ----- Checked by AVG. 11/6/2008 7:58 AM ________________________________________________________________________________
From: "Dick N." <horzpool(at)goldengate.net>
Subject: Re: No bugs on the prop or windshield
Date: Nov 22, 2008
Gene and Jim My primer goes to each cyl. I had the type that went to the carb when I first built, but came close to having a big engine fire when I had a backfire while starting. Luckily there was a very close fire ext. There is a guy at my field who is locally regarded as a hand propping expert. Around here with a wide range of temps and no mixture control you have to adjust starting procedure to temp. In winter, I open the needle valve 1/2 turn. If I forget to close it in warmer times, it will flood the engine very easily. I hope Skip Gadd's shoulder has recovered from Brodhead this year. Leaving the primer open kind of functions like a choke. I don't pre heat the engine and it will start easily if I remember the rules. The biggest thing to remember is when flying, make throttle adjustments very slowly, even in the air. If you slam the throttle in too fast the engine might die. I was dressed with quilted long undies, jeans, rugby and sweatshirts. Thin nylon socks with insulated hunting socks over and thinsulate hunting boots. I didn't yesterday, but sometimes insert boot warmers, which are cheap and chemically release heat. On top a Carhart work jacket and a leather, fleece lined flying helmet and thinsulate cloves. I also remove my summer seat pad to lower down an extra couple of inches. It's a bit cold but I've decided it's better than dreaming about spring coming in 5 months. Happy flying Dick N. ----- Original Message ----- From: Gene & Tammy To: pietenpol-list(at)matronics.com Sent: Saturday, November 22, 2008 6:07 AM fast the enging might flood and die. Subject: Re: Pietenpol-List: No bugs on the prop or windshield Dick, does your primer go straight to the cylinder or to the carb? I've been preheating the engine and it's starting right up but I've never heard of leaving the primer open while starting. Gene in beautiful but windy Tennessee ----- Original Message ----- From: Dick N. To: pietenpol-list(at)matronics.com Sent: Friday, November 21, 2008 5:42 PM Subject: Pietenpol-List: No bugs on the prop or windshield 22 degrees on the ground this afternoon when I went out for a fresh afternoon flight. The Piet really performs nicely in the cool air. I flew the A-65 Piet, pulled the prop thru 8 times, 2 shots of prime and left the primer open and it started on the first pull. Dick N. href="http://www.matronics.com/contribution">http://www.matronics.com/c href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.mat ronics.com/Navigator?Pietenpol-List href="http://forums.matronics.com">http://forums.matronics.com ------------------------------------------------------------------------- --- Version: AM ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: some test flight numbers
Date: Nov 22, 2008
It was a cool, overcast day at the airport but perfectly flyable. I decided to retorque the prop bolts on my airplane (16 ft.-lbs on my wood Hegy) and then take it up to make sure everything was airworthy as well as jot down some performance numbers that I haven't bothered to make note of before. After the engine started warming up, I did a normal runup and then checked static RPM. A couple of different attempts got the same result: 2300 RPM on the tach. With the information I had gotten by checking my mechanical tach against a digital one, I know that this is an actual RPM of about 2100. Not sure if that is good or bad, but that's what my A65 turns in 55 degree weather at 1040' MSL with the Hegy prop. I made three takeoffs and full-stop landings to see what the indicated airspeeds were for when the tail came off the ground and when the airplane left the runway. Tail seems to start up at about 25 MPH indicated, and shortly after that the airplane is light on the mains and floats off at maybe 30-35 but it's accelerating pretty rapidly once it comes up on the mains so it's hard to tell. Also, I was down to maybe 1/3 tank of fuel up front but I'll bet with full fuel the tail comes up much sooner. Just some points on the performance chart. Oscar Zuniga NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
From: "Gene & Tammy" <zharvey(at)bellsouth.net>
Subject: Re: No bugs on the prop or windshield
Date: Nov 22, 2008
Thanks for the info Dick. My primer goes into the carb and no problems so far. I do a preheat with a simple heater I built (I don't like to start an engine without preheating if the temp is below 40 degrees). I do pretty much as you do for starting. For my A-65 it's two squirts of prim followed by 6 blades with the throttle wide open (mags off). Then with throttle just slightly cracked open and mags on, it will start on 1st or 2nd blade, running at about 800 rpm. I've only flooded the engine a few time but clearing it was easy. Mags off. Throttle wide open. 8 blades in reverse. Throttle just slightly cracked, mags on and she'll start right up. I dress in layers, with the top part being my insulated coveralls. I bought some bands that go around my pant legs (to keep the wind out) and they work great. I intend to do as you did and make a cover for the front cockpit and I'm hoping that will take care of the "draft". I use insulated motorcycle gloves that extend about 4 inches above the wrist (looks like train engineer gloves), as I tend to rest my left arm on the side of the cockpit and without them the wind will blow right up the sleeve. We don't have and probably won't get any snow. I miss it and I'm jealous of the pilots that get to use the frozen lakes as their own private play grounds. For the pilots that put their planes up for the winter, I really encourage you to try cool weather flying just once. There's a good chance you'll get hooked. It's no colder than riding a snow machine. In fact, with my new taller windshild I find it less so. The air is soooo smooth and the plane performs so well, it's worth getting dressed up for. Try it, you'll like it. Gene in Tennessee (18 degrees last night but got up to 40 degrees this afternoon.) ----- Original Message ----- From: Dick N. To: pietenpol-list(at)matronics.com Sent: Saturday, November 22, 2008 9:19 AM Subject: Re: Pietenpol-List: No bugs on the prop or windshield Gene and Jim ________________________________________________________________________________
Subject: Questions
From: "carson" <carsonvella(at)yahoo.com.au>
Date: Nov 23, 2008
Hi everyone My fuse is coming along great but I have a couple of questions. Where the plans call for a 3/16 hole for the cabane fittings is that for a AN3 bolt? When fitting the tail the rear most horizontal stab fittings under the stab do you use one bolt to go right through both fittings and do I need some sort of shim to square things up because of the fuse angle? Or maybe a better question is how do I fit the tail fittings to the fuse? Thanks Carson Read this topic online here: http://forums.matronics.com/viewtopic.php?p=215846#215846 ________________________________________________________________________________
From: "Gene & Tammy" <zharvey(at)bellsouth.net>
Subject: A great place to visit
Date: Nov 23, 2008
For what it's worth. If you haven't visited www.bowersflybaby.com you are missing out. The flybaby is a wood airplane and uses the same engines we use. One of my favorite sections is Harry Fenton's section on engines. A must read if your not an A & P. Most of our engine questions are answered and if their not, he will answer them. Lots of great building, clothing, flying and general information for those of us that build, maintain, fly or just love open cockpit wooden planes. Gene in Tennessee (looks like it's going to be a great flying day!) ________________________________________________________________________________
From: "Douwe Blumberg" <douweblumberg(at)earthlink.net>
Subject: fuse painting etc
Date: Nov 23, 2008
Hey everybody, Got the engine mounted finally and am starting to connect things up and finish all the little things on the fuse. My question is this. For those of you finished, when did you paint the fuselage in the process? It seems to make sense to get everything fabricated and assembled, then disassemble and paint but that seems like it might be uncecessary work. I could paint the fabric now, but I'm afraid of messing it up as everything is fitted and affixed etc. Also, if I plumb for my wing tank, do I do it with the sheet metal off for easier access, and if so, can you get the sheet metal down over the fuel lines sticking up from the fuse? Appreciate any tips. Douwe ________________________________________________________________________________
Subject: Re: Questions
From: "carson" <carsonvella(at)yahoo.com.au>
Date: Nov 23, 2008
Hi all After posting this question I finally found the answers 3/16=an3 A found some pictures on west coast Piet of Santiago Morete's and realised how stupid I really am to have not of thought to do it that way. Carson Read this topic online here: http://forums.matronics.com/viewtopic.php?p=215893#215893 ________________________________________________________________________________
Date: Nov 24, 2008
From: Matt Dralle <dralle(at)matronics.com>
Subject: Value of the List...
If you look forward to checking your List email everyday (and a lot of you have written to say that you do!), then you're probably getting at least $20 or $30 worth of Entertainment from the Lists each year. You'd pay twice that for a subscription to some lame magazine or even just a single dinner out. Isn't the List worth at least that much to you? Won't you please take a minute to make your Contribution today and support the Lists? Contribution Page: http://www.matronics.com/contribution Again, I want to say THANK YOU to everyone that has made a Contribution thus far during this year's List Fund Raiser!! These Lists are made possible exclusively through YOUR generosity!! Thank you for your support! Matt Dralle Email List Admin. ________________________________________________________________________________
Date: Nov 24, 2008
From: Richard Carden <flywrite(at)verizon.net>
Subject: Spar Varnish
Spar varnish from Ace Hardware has been recommended; is the recommendation based upon some particular quality or capability of the Ace product as opposed to, say, Sherwin-Williams spar varnish? Or it a matter of economy. I'm about ready to apply varnish, and would appreciate feedback, Dick Carden ________________________________________________________________________________
From: "Dick N." <horzpool(at)goldengate.net>
Subject: Re: Spar Varnish
Date: Nov 24, 2008
I tried one of the hardware store brands on a couple of repair pieces a while back and it came out with more yellow color than other parts. I like Marine Spar Varnish by Minnwax. According to the tech rep from West System, it is slower to totally cure than other varnishes. I don't know if that means much of anything, but I think a slower cure should mean a more durable finish in the end. Dick N. ----- Original Message ----- From: "Richard Carden" <flywrite(at)verizon.net> Sent: Monday, November 24, 2008 6:52 AM Subject: Pietenpol-List: Spar Varnish > > > Spar varnish from Ace Hardware has been recommended; is the > recommendation based upon some particular quality or capability of the > Ace product as opposed to, say, Sherwin-Williams spar varnish? Or it a > matter of economy. I'm about ready to apply varnish, and would appreciate > feedback, Dick Carden > > > ________________________________________________________________________________
From: "Ernie Moreno" <ewmoreno(at)minetfiber.com>
Subject: Re: Spar Varnish
Date: Nov 24, 2008
The type of spar varnish you use is not important (ie. brand) as is the type of covering system you use. An example would be if you use Poly Fiber system, the Poly Tack glue will melt common spar varnish. But if you use the Stewart System (water based) any spar varnish is ok.In the case of Poly Products, it is best to use a Epoxy based varnish. Ernie ----- Original Message ----- From: "Richard Carden" <flywrite(at)verizon.net> Sent: Monday, November 24, 2008 4:52 AM Subject: Pietenpol-List: Spar Varnish > > > Spar varnish from Ace Hardware has been recommended; is the > recommendation based upon some particular quality or capability of the > Ace product as opposed to, say, Sherwin-Williams spar varnish? Or it a > matter of economy. I'm about ready to apply varnish, and would appreciate > feedback, Dick Carden > > > ________________________________________________________________________________
Subject: Spar Varnish
Date: Nov 24, 2008
From: "Phillips, Jack" <Jack.Phillips(at)cardinalhealth.com>
I still like the epoxy varnish from PolyFiber. More expensive, but bulletproof. No worries about the fabric finish lifting it. Absolutely the best protection for wood. As they say, the bitterness of reduced quality remains long after the sweet taste of low price is forgotten. Dick, I'll get a taste of cold weather Pietenpoling this weekend. I'm going to fly mine up to Smith Mountain Lake, Virginia (about a 2 hour trip) and leave it in my new hangar up there. I'll have the front cockpit cover on and the cabin heat going full blast (it will slightly warm my right foot). Temps should be in the 40' so not too bad. Jack Phillips NX899JP Raleigh, NC -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Dick N. Sent: Monday, November 24, 2008 12:49 PM Subject: Re: Pietenpol-List: Spar Varnish I tried one of the hardware store brands on a couple of repair pieces a while back and it came out with more yellow color than other parts. I like Marine Spar Varnish by Minnwax. According to the tech rep from West System, it is slower to totally cure than other varnishes. I don't know if that means much of anything, but I think a slower cure should mean a more durable finish in the end. Dick N. ----- Original Message ----- From: "Richard Carden" <flywrite(at)verizon.net> Sent: Monday, November 24, 2008 6:52 AM Subject: Pietenpol-List: Spar Varnish > > > Spar varnish from Ace Hardware has been recommended; is the > recommendation based upon some particular quality or capability of the > Ace product as opposed to, say, Sherwin-Williams spar varnish? Or it a > matter of economy. I'm about ready to apply varnish, and would appreciate > feedback, Dick Carden > > > _________________________________________________ or otherwise private information. If you have received it in error, please notify the sender Dansk - Deutsch - Espanol - Francais - Italiano - Japanese - Nederlands - Norsk - Portuguese ________________________________________________________________________________
Date: Nov 24, 2008
From: "walt" <waltdak(at)verizon.net>
Subject: Re: Spar Varnish
Just keep in mind that if you are using Poly Fibre or similar, with a MEK base,,,the glue to attach the fabric will attack/lift the varnish. You have to cover the parts accepting fabric with epoxy varnish. You simply cover just the parts that will see the glue, and it works like magic, and doesn't lift. I found this out while attaching fabric to my fuse. On the sides of the cockpits it started to lift, and it was too late to go back. I added a strip of ply with nails to secure it, and that's how it is today. But I spread epoxy on the rest with good results. walt evans NX140DL ----- Original Message ----- From: "Richard Carden" <flywrite(at)verizon.net> Sent: Monday, November 24, 2008 7:52 AM Subject: Pietenpol-List: Spar Varnish > > > Spar varnish from Ace Hardware has been recommended; is the > recommendation based upon some particular quality or capability of the > Ace product as opposed to, say, Sherwin-Williams spar varnish? Or it a > matter of economy. I'm about ready to apply varnish, and would appreciate > feedback, Dick Carden > > > ________________________________________________________________________________
From: lshutks(at)webtv.net (Leon Stefan)
Date: Nov 24, 2008
Subject: Re: Spar Varnish
Doug Bryant and Chuck Ganzer used Ace spar varnish and told me that the glue they used didn't lift the varnish,- however, I never asked what they used. I just assumed it was Poly Fiber (Stitts) Chuck, if your listening, chime in. Leon S. in Ks. ________________________________________________________________________________
Date: Nov 24, 2008
From: Ben Charvet <bcharvet(at)bellsouth.net>
Subject: Re: Spar Varnish, glue alternatives
I covered my fuselage with epoxy, and my wings with Spar Varnish... I used about 3.5 quarts of spar varnish doing 2 coats, so you can save some money by just buying a gallon to start with. After it was all said and done, I'm using the water based Stewart System glue, sold at AS as Ekobond. This stuff is great to work with and is odorless. I'm using the water based Sherwin Williams system for paint and the Ekobond works well with it. Just my $.02. I've experimented a little with the Sherwin Williams latex. I bought a gallon of gray in flat and a gallon of "buff:" in gloss. It took one thinned brushed coat and two sprayed coats of gray to get opacity, then two coats of color over that, thinned about 1/3 with water and applied with my HVLP gun that I used to use to paint cars. The finish isn't real glossy, but a kind of satin authentic Piet look. So far I've only painted my tail surfaces. I got one wing covered last weekend, and in the next few days (or weeks) I'll be spending some time with the rib stitch needle. I made a rotator table out of two Work-mate tables so I can swing the wing to do the work solo. I'll post a few pictures in the next few days. Stewart systems has a nice web-site and their whole application manual is available there for free as a PDF file. Ben Charvet Mims, Fl walt wrote: > > Just keep in mind that if you are using Poly Fibre or similar, with a > MEK base,,,the glue to attach the fabric will attack/lift the varnish. > You have to cover the parts accepting fabric with epoxy varnish. ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: Spar Varnish, glue alternatives
Date: Nov 24, 2008
Ben; I'm quite interested in your latex application technique. You say "thinned". Does that mean you used Floetrol or water? Two completely different things, as I understand it... water will thin the paint but Floetrol makes it flow out. Not sure how much of that is product hype and how much is real. Either way, one or the other is necessary for shooting latex from a regular gun so I'm curious as to your technique. So far, nothing but the very best for my "Flying Squirrel" fiberglass project airplane... genuine Wal-Mart flat grey and flat white primers, never pay more than $2 per rattle can ;o) However, if I ever get around to building the ultralight version of the Longster that I have in mind, it will be fabric covered and I'd like to use latex house paint on it. So far my experience with trying to shoot latex house paint from a regular gun has been less than fantastic, but I was too cheap to buy Floetrol and I work in pretty warm weather, which leads to instant nozzle clogging. Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
Date: Nov 24, 2008
From: Ben Charvet <bcharvet(at)bellsouth.net>
Subject: Re: Spar Varnish, glue alternatives
I experimented with Floetrol, windshield washer fluid, and plain old water. The floetrol gave the worse results, and I couldn't tell the difference between water and washer fluid. I was honestly surprised how nice it went on with the HVLP gun. Getting it thin enough must be the trick, and I was probably using a little more pressure than I would use for an auto paint job, because there was more overspray. One thing I did do was spray all the pieces flat so I could put on a good wet coat, the water reducer/thinner allowed it to flow out very smooth. The Sherwin Williams latex is quite thick, so I am using 2 parts SW to one part distilled water. Ben Oscar Zuniga wrote: > > > Ben; > > I'm quite interested in your latex application technique. You say "thinned". Does that mean you used Floetrol or water? Two completely different things, as I understand it... water will thin the paint but Floetrol makes it flow out. Not sure how much of that is product hype and how much is real. Either way, one or the other is necessary for shooting latex from a regular gun so I'm curious as to your technique. > > ________________________________________________________________________________
From: "Gary Boothe" <gboothe(at)calply.com>
Subject: Spar Varnish
Date: Nov 24, 2008
Hope you're right, Dick. I'm using spar varnish from Zinsser (Home Depot). It takes a couple days to dry at 75 deg / 30% humidity! If varnish is anything like cement, we're in good shape. :-) Gary Boothe Cool, Ca. Pietenpol WW Corvair Conversion Tail done, working on fuselage (endless metal parts!) (12 ribs down.) -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Dick N. Sent: Monday, November 24, 2008 9:49 AM Subject: Re: Pietenpol-List: Spar Varnish I tried one of the hardware store brands on a couple of repair pieces a while back and it came out with more yellow color than other parts. I like Marine Spar Varnish by Minnwax. According to the tech rep from West System, it is slower to totally cure than other varnishes. I don't know if that means much of anything, but I think a slower cure should mean a more durable finish in the end. Dick N. ----- Original Message ----- From: "Richard Carden" <flywrite(at)verizon.net> Sent: Monday, November 24, 2008 6:52 AM Subject: Pietenpol-List: Spar Varnish > > > Spar varnish from Ace Hardware has been recommended; is the > recommendation based upon some particular quality or capability of the > Ace product as opposed to, say, Sherwin-Williams spar varnish? Or it a > matter of economy. I'm about ready to apply varnish, and would appreciate > feedback, Dick Carden > > > ________________________________________________________________________________
From: "Ernie Moreno" <ewmoreno(at)minetfiber.com>
Subject: Re: Spar Varnish, glue alternatives
Date: Nov 24, 2008
Oscar, I do not think that the latex house paint is a good cover process for aircraft because of the weight of the paint. The Poly, Stewart, etc etc are light weight processes for aircraft. The latex method has only in my opinion, one good feature, it is cheap. Ernie ----- Original Message ----- From: "Oscar Zuniga" <taildrags(at)hotmail.com> Sent: Monday, November 24, 2008 7:06 PM Subject: Pietenpol-List: Spar Varnish, glue alternatives > > > Ben; > > I'm quite interested in your latex application technique. You say > "thinned". Does that mean you used Floetrol or water? Two completely > different things, as I understand it... water will thin the paint but > Floetrol makes it flow out. Not sure how much of that is product hype and > how much is real. Either way, one or the other is necessary for shooting > latex from a regular gun so I'm curious as to your technique. > > So far, nothing but the very best for my "Flying Squirrel" fiberglass > project airplane... genuine Wal-Mart flat grey and flat white primers, > never pay more than $2 per rattle can ;o) However, if I ever get around > to building the ultralight version of the Longster that I have in mind, it > will be fabric covered and I'd like to use latex house paint on it. So > far my experience with trying to shoot latex house paint from a regular > gun has been less than fantastic, but I was too cheap to buy Floetrol and > I work in pretty warm weather, which leads to instant nozzle clogging. > > Oscar Zuniga > Air Camper NX41CC > San Antonio, TX > mailto: taildrags(at)hotmail.com > website at http://www.flysquirrel.net > > > ________________________________________________________________________________
From: "Mark Stanley" <mmrally(at)nifty.com>
Subject: Spar Varnish
Date: Nov 25, 2008
Hi Gene, You said you are using Polyurethane varnish. I'm no expert on the subject but I think I have read reports that polyurethane varnish doesn't let the wood 'breath' properly. Apparently 'normal varnish' (whatever that is) will let the wood swell and contract as it likes. I heard that with polyurethane, as the wood expands and contracts, the fibers eventually become damage due to the polyurethane varnish not flexing along with the wood..................... At the place that I work here in Japan, we just use a clear spar type varnish from the local paint shop or in some cases, a thin coat of whatever glue we are using at the time. (only for small areas, i.e.; rib gussets etc) Japan's climate is fairly 'moist' (summer is very humid, then there is the rainy season as well) and I have seen cases here of wooden aircraft that spend their life outside, having a wooden member which has basically rotted away with the polyurethane coating still 'intact' so to speak ! .After saying all of that, in my copy of EAA Aircraft Building Techniques 'WOOD' book, on pg 94, under the sub heading "Protection against deterioration", Tony Bingelis said (quote) "This treatment followed by 2 or 3 coats of a good polyurethane varnish applied to the structure helps seal the wood and reduce its sensitivity to humidity changes". He also said that T-88 epoxy glue thinned with lacquer to a brushing consistency is a good surface treatment. I think is Tony's advice in his books/articles is generally very good so I am in two minds on this subject. So,has anyone else had long term experience with polyurethane varnishes on wood? Mark ________________________________________________________________________________
Date: Nov 25, 2008
From: "Ryan Mueller" <rmueller23(at)gmail.com>
Subject: Re: Spar Varnish, glue alternatives
Steve E., one of the more prominent examples of Piet builders that painted with latex, had an empty weight of 626 lbs with an A-65 powered latex-painted Piet. That is a pretty decent weight for any Piet, especially considering it was all Douglas Fir. As such it would seem that the weight increase from latex versus "aircraft coverings" is minimal. I can't find any mention of a concern about weight increase from latex in the archives. It would seem that the good features of latex is that it works, and it is cheap. Check out Steve's firsthand accounts at: http://www.westcoastpiet.com/steve_eldridge.htm I'm not arguing latex versus dope/traditional, just pointing out that it is a valid option. Ryan On Mon, Nov 24, 2008 at 11:49 PM, Ernie Moreno wrote: > ewmoreno(at)minetfiber.com> > > Oscar, I do not think that the latex house paint is a good cover process > for aircraft because of the weight of the paint. The Poly, Stewart, etc etc > are light weight processes for aircraft. The latex method has only in my > opinion, one good feature, it is cheap. > > Ernie ________________________________________________________________________________
From: "Mark Stanley" <mmrally(at)nifty.com>
Subject: Spar Varnish 2
Date: Nov 25, 2008
Hi Gene, I just posted a message and being the local village idiot, I wrote the following -"He also said that T-88 epoxy glue thinned with lacquer to a brushing consistency is a good surface treatment" It should say 'T-88 epoxy glue thinned with lacquer THINNER to a brushing consistency is a good surface treatment" That makes more sense I think!! Mark ________________________________________________________________________________
From: "Clif Dawson" <CDAWSON5854(at)shaw.ca>
Subject: Re: Spar Varnish, glue alternatives
Date: Nov 24, 2008
So what's the weight difference with DRY paint? Clif ----- Original Message ----- From: "Ernie Moreno" <ewmoreno(at)minetfiber.com> Sent: Monday, November 24, 2008 9:49 PM Subject: Re: Pietenpol-List: Spar Varnish, glue alternatives > > > Oscar, I do not think that the latex house paint is a good cover process > for > aircraft because of the weight of the paint. The Poly, Stewart, etc etc > are > light weight processes for aircraft. The latex method has only in my > opinion, one good feature, it is cheap. > > Ernie > > > ----- Original Message ----- > From: "Oscar Zuniga" <taildrags(at)hotmail.com> > To: "Pietenpol List" > Sent: Monday, November 24, 2008 7:06 PM > Subject: Pietenpol-List: Spar Varnish, glue alternatives > > >> >> >> >> Ben; >> >> I'm quite interested in your latex application technique. You say >> "thinned". Does that mean you used Floetrol or water? Two completely >> different things, as I understand it... water will thin the paint but >> Floetrol makes it flow out. Not sure how much of that is product hype >> and >> how much is real. Either way, one or the other is necessary for shooting >> latex from a regular gun so I'm curious as to your technique. >> >> So far, nothing but the very best for my "Flying Squirrel" fiberglass >> project airplane... genuine Wal-Mart flat grey and flat white primers, >> never pay more than $2 per rattle can ;o) However, if I ever get around >> to building the ultralight version of the Longster that I have in mind, >> it >> will be fabric covered and I'd like to use latex house paint on it. So >> far my experience with trying to shoot latex house paint from a regular >> gun has been less than fantastic, but I was too cheap to buy Floetrol and >> I work in pretty warm weather, which leads to instant nozzle clogging. >> >> Oscar Zuniga >> Air Camper NX41CC >> San Antonio, TX >> mailto: taildrags(at)hotmail.com >> website at http://www.flysquirrel.net >> >> >> >> > > -------------------------------------------------------------------------------- Checked by AVG - http://www.avg.com 2:36 PM ________________________________________________________________________________
Date: Nov 25, 2008
From: Richard Carden <flywrite(at)verizon.net>
Subject: Re: Re: Spar Varnish
Gosh, I'm almost sorry I asked! ;-) Or maybe I just didn't ask enough questions. I'll start over: I'm using the medium-weight heat- shrinkable fabric from AS. I don't plan to follow anybody's proprietary processes. What I want to do is protect the wood with a sealant (varnish) and then apply a "glue" to attach the fabric to the framework. Apparently there are spar varnishes and there are spar varnishes, and the selection depends upon what glue you use to attach the fabric. One archive recommendation says that using varnish itself as a glue if an excellent method as it bonds varnish to varnish with the fabric in between. I've also read that a sticky-backed tape should be put over the framework so as to underlie the fabric so that when it's stitched the fabric doesn't contact the edges of the wood, which might cause fabric fraying/abrasion. Then a cement, the fabric, the stitching and finally the pinked tape. I like the Sherwin- Williams latex idea, if for no other reason it has all the qualities I want. I get mixed messages from the archives, which is understandable since different strokes for different folks. What I'd like is/are recommendations for a complete process from those who've been there and done that. (I reinvented the wheel once, and it's not a thing of beauty!!) Dick Carden ________________________________________________________________________________
Date: Nov 25, 2008
From: John Franklin <jbfjr(at)peoplepc.com>
Subject: Re: Re: Spar Varnish
Dick, If you are an EAA member, you can log in to their website and search for "Ron Alexander" and "varnish" and you will get several articles he has written on covering with fabric. One of his articles suggests you take a rag soaked with MEK and lay it on a sample of the varnish you are going to use, and if it hasn't affected it after 30 minutes, it should be OK to use. BTW, I did this test with Minwax Spar Varnish and didn't see any effect from the MEK at all. Good luck, John Franklin GN-1 ...almost ready to cover Richmond, TX ________________________________________ ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: latex house paint
Date: Nov 25, 2008
It sounds to me like it might be time for a scientific test. Lay up two wooden test frames of a statistically-significant size (say maybe 2 ft. square apiece), cover both using the same fabric, and then finish one with the Poly-Fiber process and the other with the Fisher latex house paint method (as detailed in Stevee's notes on Westcoastpiet). When completely cured, cut both test sections out of their frames and put them on a digital scale and compare the weight. Multiply the difference by the approximate number of yards of fabric used in a Piet project, and we will then know how much difference there is in weight. I was quite surprised to see that John Dilatush's (now Greg Bacon's) "Mountain Piet" also wears latex house paint. It's a beauty. I do value Ernie Moreno's input. He is a Tech Counselor and has quite a number of fine projects under his belt, is extremely generous with his time and talent, and lives at the Independence, Oregon airpark that spawned the "Noon Patrol"... the squadron of 13 Nieuport replicas that flew into the history books a few years ago as a remarkable group project. Pictures and story at http://eaa292.org/noonpatrol_hi-res.html Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
From: AMsafetyC(at)aol.com
Date: Nov 25, 2008
Subject: Re: Re: Spar Varnish
I too would love to see the entire process thoroughly explained and in detail for start to finish. Of late I have completed the wood work on my tail section and while waiting for my spar material to come in I thought I would start the sanding and coating process of the tail assemblies so bot the spar and coating discussions are timely for me. I would like to use house paint but want to make sure that the preparation though the final paint is detailed and understood. Changing or removing or destroying the finish or the fabric is not something I would like to do after using the wrong varnish, process or step progression. Can someone clarify the process, step by step material by material so I too know what to purchase, how much and how to apply it for the best results. Based upon yesterdays discussion I have probably looked at, at least a dozen different coating and varnishes and still have nothing to base a decision on. I would love to see a concensus for the collective wisdom on the ultimate coating and coloring system from an availability, cost and ease of application perspective. As usual I appreciate and value your input, this entire issue has gotten rather confusing for me. Thanks John Recine In a message dated 11/25/2008 8:11:37 A.M. Eastern Standard Time, flywrite(at)verizon.net writes: --> Pietenpol-List message posted by: Richard Carden Gosh, I'm almost sorry I asked! ;-) Or maybe I just didn't ask enough questions. I'll start over: I'm using the medium-weight heat- shrinkable fabric from AS. I don't plan to follow anybody's proprietary processes. What I want to do is protect the wood with a sealant (varnish) and then apply a "glue" to attach the fabric to the framework. Apparently there are spar varnishes and there are spar varnishes, and the selection depends upon what glue you use to attach the fabric. One archive recommendation says that using varnish itself as a glue if an excellent method as it bonds varnish to varnish with the fabric in between. I've also read that a sticky-backed tape should be put over the framework so as to underlie the fabric so that when it's stitched the fabric doesn't contact the edges of the wood, which might cause fabric fraying/abrasion. Then a cement, the fabric, the stitching and finally the pinked tape. I like the Sherwin- Williams latex idea, if for no other reason it has all the qualities I want. I get mixed messages from the archives, which is understandable since different strokes for different folks. What I'd like is/are recommendations for a complete process from those who've been there and done that. (I reinvented the wheel once, and it's not a thing of beauty!!) Dick Carden **************One site has it all. Your email accounts, your social networks, and the things you love. Try the new AOL.com %26icid=aolcom40vanity%26ncid=emlcntaolcom00000001) ________________________________________________________________________________
From: "Richard Schreiber" <lmforge(at)earthlink.net>
Subject: Varnishing Wood
Date: Nov 25, 2008
I have been reading the posts recently on varnishing wood with interest and would like to add my 2 cents to the discussion. First a little history. I have worked in the coatings industry for over 35 years serving as a Technical Director for various paint companies supplying coatings to the international market. I now own my own paint company supplying high performance coatings to the firearms industry. The formulations used for wood varnish, have been in a state of flux for the past two decades due primarily to mandates from Congress, the Environmental Protection Agency and cost considerations. This has been especially true for the last 10 years. In order to meet the current environmental regulations for low solvent content, manufacturers have had to dramatically reformulate their products. The old non-urethane based varnishes were made by cooking various seed oils, such as linseed, tung, soybean etc., with resins. This was a costly process and based more on art than any real science. These cooked varnish formulations began to be replaced by the urethane varnishes in the 50's. By the 70's, this replacement began to accelerate. This was due to the superior performance and ease of manufacture of the oil modifed urethanes. By the late 80's the replacement of the old cooked varnishes with the oil modifed urethanes was almost complete. Their may have been a few hold outs, but t hey were relying on perceived quality not on fact. By the mid to late 90's there were many oil-modifed urethane varnishes on the maket that far surpased the old style vrnishes in quality. These oil- modified urethane varnishes dried faster, had better flexibility, better color retention and much better resistance to UV degredation than the old style varnishes. Many of these oil-modifed urethanes were more than adequate for varnishing wood aircraft, no matter what finishing process was used. In the late 90's Mike Cuy picked a good one from Minwax for his plane. Others in the past, have used spar varnish from ACE hardware with success . However, as I stated before, these formulations have changed dramatically in the past 10 years, to satisfy the current VOC regulations and probobaly would not pass the 30 minute lacquer thinner test. I certainly do not have access to the competion's formulas, but I know what I have had to do to my formulations in the past to satisify these regulations! None of the changes are good for aircraft wood varnishes. This especially true when it comes to solvent resistance. If it were me (which it is as I am in the varnishing stage on my Piet) this is what I would do. 1. If you are finishing with a system that contains strong lacquer solvents such as Stits, Randolph etc., varnishing with a two part epoxy would be a good option. Just be aware that epoxies have very poor resistance to UV light and the coatings are expensive and somewhat difficult to apply. 2. If you finish with the Stewart's water based system, you have more options. Since solvent attack is not an issue, most of the currently available exterior grade oil modified urethanes would be OK. 3. This is the process I am going to use. This is not ment as an advertisement, its just what I have done. Since I manufacture and sell high performance varnishes for firearms, this is what I have used on my Pietenpol. Our Permalyn finish was designed for exterior use, with flexibility and resistance to gun cleaning solvents in mind. I have tested for resistance to strong lacquer solvents with a 30 min soak and it passes just fine. For those that might be interested here is a link to information on the varnish http://www.laurelmountainforge.com/finish.htm. Rick Schreiber Valparaiso, IN lmforge(at)earthlink.net ________________________________________________________________________________
Subject: Varnishing Wood
Date: Nov 25, 2008
From: "Phillips, Jack" <Jack.Phillips(at)cardinalhealth.com>
Good post, Rick. Nice to hear from someone who actually is an expert on the subject. I used PolyFiber's 2 part epoxy varnish on my Pietenpol. Since the landing gear struts are exposed to sunlight any time the plane is out of the hangar, what should I look for in UV degradation? Will I notice a yellowing, or a change in clarity? Of course, since the plane spends most of its life in a hangar, the changes may take years to appear. The longest period of continuous use outside a hangar is the occasional trip to Brodhead. Jack Phillips NX899JP _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Richard Schreiber Sent: Tuesday, November 25, 2008 11:33 AM Subject: Pietenpol-List: Varnishing Wood I have been reading the posts recently on varnishing wood with interest and would like to add my 2 cents to the discussion. First a little history. I have worked in the coatings industry for over 35 years serving as a Technical Director for various paint companies supplying coatings to the international market. I now own my own paint company supplying high performance coatings to the firearms industry. The formulations used for wood varnish, have been in a state of flux for the past two decades due primarily to mandates from Congress, the Environmental Protection Agency and cost considerations. This has been especially true for the last 10 years. In order to meet the current environmental regulations for low solvent content, manufacturers have had to dramatically reformulate their products. The old non-urethane based varnishes were made by cooking various seed oils, such as linseed, tung, soybean etc., with resins. This was a costly process and based more on art than any real science. These cooked varnish formulations began to be replaced by the urethane varnishes in the 50's. By the 70's, this replacement began to accelerate. This was due to the superior performance and ease of manufacture of the oil modifed urethanes. By the late 80's the replacement of the old cooked varnishes with the oil modifed urethanes was almost complete. Their may have been a few hold o uts, but they were relying on perceived quality not on fact. By the mid to late 90's there were many oil-modifed urethane varnishes on the maket that far surpased the old style vrnishes in quality. These oil- modified urethane varnishes dried faster, had better flexibility, better color retention and much better resistance to UV degredation than the old style varnishes. Many of these oil-modifed urethanes were more than adequate for varnishing wood aircraft, no matter what finishing process was used. In the late 90's Mike Cuy picked a good one from Minwax for his plane. Others in the past, have used spar varnish from ACE hardware with success . However, as I stated before, these formulations have changed dramatically in the past 10 years, to satisfy the current VOC regulations and probobaly would not pass the 30 minute lacquer thinner test. I certainly do not have access to the competion's formulas, but I know what I have had to do to my formulations in the past to satisify these regulations! None of the changes are good for aircraft wood varnishes. This especially true when it comes to solvent resistance. If it were me (which it is as I am in the varnishing stage on my Piet) this is what I would do. 1. If you are finishing with a system that contains strong lacquer solvents such as Stits, Randolph etc., varnishing with a two part epoxy would be a good option. Just be aware that epoxies have very poor resistance to UV light and the coatings are expensive and somewhat difficult to apply. 2. If you finish with the Stewart's water based system, you have more options. Since solvent attack is not an issue, most of the currently available exterior grade oil modified urethanes would be OK. 3. This is the process I am going to use. This is not ment as an advertisement, its just what I have done. Since I manufacture and sell high performance varnishes for firearms, this is what I have used on my Pietenpol. Our Permalyn finish was designed for exterior use, with flexibility and resistance to gun cleaning solvents in mind. I have tested for resistance to strong lacquer solvents with a 30 min soak and it passes just fine. For those that might be interested here is a link to information on the varnish http://www.laurelmountainforge.com/finish.htm. Rick Schreiber Valparaiso, IN lmforge(at)earthlink.net _________________________________________________ This message is for the designated recipient only and may contain privilege d, proprietary or otherwise private information. If you have received it in error, please notify the sender immediately and delete the original. Any other use of the email by you is p rohibited. Dansk - Deutsch - Espanol - Francais - Italiano - Japanese - Nederlands - N orsk - Portuguese ________________________________________________________________________________
From: "Richard Schreiber" <lmforge(at)earthlink.net>
Subject: latex house paint
Date: Nov 25, 2008
The main difference in weight in the different topcoats is how much you wind up putting on. The pigments used in white house paint, Stits, Randolph, Airtech etc are all the same and weigh the same. The difference in weight of the base resins is negligible, the real difference in weight of the dry, cured film is in how much you apply. There is probably more pigment in latex house paint, as the manufacturer is trying for one coat coverage, than in a typical aircraft coating. However, if you use house paint you should be able to get by with less application thickness. One word of caution, if you go the non-certified route and use latex house paint or auto paint, you are serving as your own test lab. Unfortunately with most of us this testing will occur on the plane as the final product. Even if you make up some test frames and stick them outside for a few years of exposure, its not real world. For example, make a test frame using Duponts 2 part Urethane Imron for the fabric topcoat, it will appear to weather just fine. However, put this same coating on a fabric covered aircraft wing and it will crack and ringworm in a couple of years time. Some will claim they have used auto enamels with success, but how thick did they apply it and how many flight hours on the cover job? Latex house paint may work fine for some, but if you follow someone elses lead you can't be sure of the same results unless you follow the exact same procedure. Rick Schreiber > [Original Message] > From: Oscar Zuniga <taildrags(at)hotmail.com> > To: Pietenpol List > Date: 11/25/2008 8:08:26 AM > Subject: Pietenpol-List: latex house paint > > > It sounds to me like it might be time for a scientific test. Lay up two wooden test frames of a statistically-significant size (say maybe 2 ft. square apiece), cover both using the same fabric, and then finish one with the Poly-Fiber process and the other with the Fisher latex house paint method (as detailed in Stevee's notes on Westcoastpiet). > > When completely cured, cut both test sections out of their frames and put them on a digital scale and compare the weight. Multiply the difference by the approximate number of yards of fabric used in a Piet project, and we will then know how much difference there is in weight. > > I was quite surprised to see that John Dilatush's (now Greg Bacon's) "Mountain Piet" also wears latex house paint. It's a beauty. > > I do value Ernie Moreno's input. He is a Tech Counselor and has quite a number of fine projects under his belt, is extremely generous with his time and talent, and lives at the Independence, Oregon airpark that spawned the "Noon Patrol"... the squadron of 13 Nieuport replicas that flew into the history books a few years ago as a remarkable group project. Pictures and story at http://eaa292.org/noonpatrol_hi-res.html > > Oscar Zuniga > Air Camper NX41CC > San Antonio, TX > mailto: taildrags(at)hotmail.com > website at http://www.flysquirrel.net > > ________________________________________________________________________________
Date: Nov 25, 2008
From: Owen Davies <owen5819(at)comcast.net>
Subject: Re: latex house paint (OT)
Among other comments, Oscar Zuniga wrote: > I do value Ernie Moreno's input. He is a Tech Counselor and has quite a number of fine projects under his belt, is extremely generous with his time and talent, and lives at the Independence, Oregon airpark that spawned the "Noon Patrol"... (etc.) Speaking of Ernie, it's probably time for me to goose someone about the Independence Flyer ultralight project. How's it going, Ernie? Is it going at all? For those not familiar with it, the Independence Flyer is one of the Independence EAA chapter's group projects, a well-designed ultralight that closely resembles two of my favorite antiques (well, not MY antiques, alas, but you get the idea), the Aeronca C-2 and C-3. It seems to have been pretty much on hold since everyone there got Nieuport fever. If I had a few doubloons to my name, didn't live about as far from Independence as it's possible to get without leaving the continent, and had an ultralight-friendly airport less than 3 hours drive away, I'd offer to buy the project, just to see it completed. Owen ________________________________________________________________________________
From: "Bill Church" <eng(at)canadianrogers.com>
Subject: Varnishing Wood
Date: Nov 25, 2008
Now, there's an educated reply. Thanks for sharing your knowledge, Rick. I just recently finished "varnishing" my empennage with Minwax's Spar Urethane. I noticed that the can had a note indicating that the product was "improved", and was now quicker drying. That obviously means that the formulation has been changed. What it doesn't say is whether the newest "improvement" results in a more durable finish (the sticker on the lid of the can did not claim it to be more durable, so I doubt that it is). I recall postings from a few years ago that implied that hardware store urethanes are much less impervious to solvents if one attempts to cover soon after sealing, as the finish has not fully cured. As I recall, it was suggested that the urethane be allowed to cure for at least a month before applying solvent-based adhesives (hope my memory is working). I have recently been thinking that the Stewart's water-based adhesives sound like a good idea, and may be the route I take when I get to that stage of building, and I read recently that Kitplanes magazine is planning to publish an in-depth review of the products. From what I have read, the Stewart's products work as well as, if not better than the traditional systems. The disadvantage, at this point, is the relative newness of the system, and the lack of a long-term proven track record. I have no doubt that, with the way things have been going, practically all solvent-based products will become increasingly more rare, if not banned outright. Some may say that the traditional finishes will never be replaced, but I can recall just a few years ago, hearing many people say that they would never be able to restrict cigarette smoking. Same story with leaded gasoline. Change is coming, like it or not. The good thing is that someone is working on solutions now. Bill C. _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Richard Schreiber Sent: Tuesday, November 25, 2008 11:33 AM Subject: Pietenpol-List: Varnishing Wood I have been reading the posts recently on varnishing wood with interest and would like to add my 2 cents to the discussion. First a little history. I have worked in the coatings industry for over 35 years serving as a Technical Director for various paint companies supplying coatings to the international market. I now own my own paint company supplying high performance coatings to the firearms industry. The formulations ... . Rick Schreiber Valparaiso, IN ________________________________________________________________________________
From: "Richard Schreiber" <lmforge(at)earthlink.net>
Subject: Varnishing Wood
Date: Nov 25, 2008
Jack, Typical 2 part epoxy clears show pretty severe degradation within 6 months of continual exterior exposure here in the midwest. Degradation naturally will occur faster in southern climates. The mode of degradation is loss of gloss, with the coating turning a chalky white given enough exposure time. In your case, since you do not hanger the Piet outside, the limited exterior exposure will probably not be a problem. If and when it ever becomes an issue, just remove the gear legs and re-sand to bare wood or at least remove the surface oxidation. Then refinish with an exterior grade varnish. If you get on the Gougeon Brothers West System epoxy web site they talk about some of these issues. Even though they market a 2 part epoxy clear for wood, they too talk about using an exterior varnish over their epoxy for UV protection. Rick Schreiber 5936D ----- Original Message ----- From: Phillips, Jack Sent: 11/25/2008 10:53:59 AM Subject: RE: Pietenpol-List: Varnishing Wood Good post, Rick. Nice to hear from someone who actually is an expert on the subject. I used PolyFibers 2 part epoxy varnish on my Pietenpol. Since the landing gear struts are exposed to sunlight any time the plane is out of the hangar, what should I look for in UV degradation? Will I notice a yellowing, or a change in clarity? Of course, since the plane spends most of its life in a hangar, the changes may take years to appear. The longest period of continuous use outside a hangar is the occasional trip to Brodhead. Jack Phillips NX899JP From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Richard Schreiber Sent: Tuesday, November 25, 2008 11:33 AM Subject: Pietenpol-List: Varnishing Wood I have been reading the posts recently on varnishing wood with interest and would like to add my 2 cents to the discussion. First a little history. I have worked in the coatings industry for over 35 years serving as a Technical Director for various paint companies supplying coatings to the international market. I now own my own paint company supplying high performance coatings to the firearms industry. The formulations used for wood varnish, have been in a state of flux for the past two decades due primarily to mandates from Congress, the Environmental Protection Agency and cost considerations. This has been especially true for the last 10 years. In order to meet the current environmental regulations for low solvent content, manufacturers have had to dramatically reformulate their products. The old non-urethane based varnishes were made by cooking various seed oils, such as linseed, tung, soybean etc., with resins. This was a costly process and based more on art than any real science. These cooked varnish formulations began to be replaced by the urethane varnishes in the 50's. By the 70's, this replacement began to accelerate. This was due to the superior performance and ease of manufacture of the oil modifed urethanes. By the late 80's the replacement of the old cooked varnishes with the oil modifed urethanes was almost complete. Their may have been a few hold o uts, but they were relying on perceived quality not on fact. By the mid to late 90's there were many oil-modifed urethane varnishes on the maket that far surpased the old style vrnishes in quality. These oil- modified urethane varnishes dried faster, had better flexibility, better color retention and much better resistance to UV degredation than the old style varnishes. Many of these oil-modifed urethanes were more than adequate for varnishing wood aircraft, no matter what finishing process was used. In the late 90's Mike Cuy picked a good one from Minwax for his plane. Others in the past, have used spar varnish from ACE hardware with success . However, as I stated before, these formulations have changed dramatically in the past 10 years, to satisfy the current VOC regulations and probobaly would not pass the 30 minute lacquer thinner test. I certainly do not have access to the competion's formulas, but I know what I have had to do to my formulations in the past to satisify these regulations! None of the changes are good for aircraft wood varnishes. This especially true when it comes to solvent resistance. If it were me (which it is as I am in the varnishing stage on my Piet) this is what I would do. 1. If you are finishing with a system that contains strong lacquer solvents such as Stits, Randolph etc., varnishing with a two part epoxy would be a good option. Just be aware that epoxies have very poor resistance to UV light and the coatings are expensive and somewhat difficult to apply. 2. If you finish with the Stewart's water based system, you have more options. Since solvent attack is not an issue, most of the currently available exterior grade oil modified urethanes would be OK. 3. This is the process I am going to use. This is not ment as an advertisement, its just what I have done. Since I manufacture and sell high performance varnishes for firearms, this is what I have used on my Pietenpol. Our Permalyn finish was designed for exterior use, with flexibility and resistance to gun cleaning solvents in mind. I have tested for resistance to strong lacquer solvents with a 30 min soak and it passes just fine. For those that might be interested here is a link to information on the varnish http://www.laurelmountainforge.com/finish.htm. Rick Schreiber Valparaiso, IN lmforge(at)earthlink.net http://www.matronics.com/contribution From: "Richard Schreiber" <lmforge(at)earthlink.net>
Subject: Varnishing Wood
Date: Nov 25, 2008
Bill, You are right about letting oil modified urethanes cure for an extended period of time before applying fabric. This is true of any varnish that cures by oxidation. Epoxies or 2 part urethanes cure by an entirely different chemical process and should be ready for covering in 24 to 72 hours. As for the oil modified varnishes, one month would be plenty of time. You may be able to cover sooner, depending on the thickness of the applied varnish and the temperature in the room where the parts are kept. Its best to coat a scrap of wood exactly the same as the part being covered. When the test piece is capable of passing the 30 minute MEK or lacquer thinner test, then you are good to go. I am very aware of the Stewart's water based system. Dan and Doug Stewart are both members of the Short Wing Piper Club as I am. I have attended their covering seminars and have a copy of their covering DVD set and I am impressed! If my facts are straight, the adhesive and primer parts of their water based system have been around for a number of years and have worked quite well. The top coat part is relatively new, but the entire system is certified. I do have some familiarity with how the products are formulated and I think they will perform OK. I plan on probably using their system at least up through the primer and maybe the entire way. Rick Schreiber Valparaiso, IN 5936D PA22-150 ----- Original Message ----- From: Bill Church Sent: 11/25/2008 11:54:11 AM Subject: RE: Pietenpol-List: Varnishing Wood Now, there's an educated reply. Thanks for sharing your knowledge, Rick. I just recently finished "varnishing" my empennage with Minwax's Spar Urethane. I noticed that the can had a note indicating that the product was "improved", and was now quicker drying. That obviously means that the formulation has been changed. What it doesn't say is whether the newest "improvement" results in a more durable finish (the sticker on the lid of the can did not claim it to be more durable, so I doubt that it is). I recall postings from a few years ago that implied that hardware store urethanes are much less impervious to solvents if one attempts to cover soon after sealing, as the finish has not fully cured. As I recall, it was suggested that the urethane be allowed to cure for at least a month before applying solvent-based adhesives (hope my memory is working). I have recently been thinking that the Stewart's water-based adhesives sound like a good idea, and may be the route I take when I get to that stage of building, and I read recently that Kitplanes magazine is planning to publish an in-depth review of the products. From what I have read, the Stewart's products work as well as, if not better than the traditional systems. The disadvantage, at this point, is the relative newness of the system, and the lack of a long-term proven track record. I have no doubt that, with the way things have been going, practically all solvent-based products will become increasingly more rare, if not banned outright. Some may say that the traditional finishes will never be replaced, but I can recall just a few years ago, hearing many people say that they would never be able to restrict cigarette smoking. Same story with leaded gasoline. Change is coming, like it or not. The good thing is that someone is working on solutions now. Bill C. From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Richard Schreiber Sent: Tuesday, November 25, 2008 11:33 AM Subject: Pietenpol-List: Varnishing Wood I have been reading the posts recently on varnishing wood with interest and would like to add my 2 cents to the discussion. First a little history. I have worked in the coatings industry for over 35 years serving as a Technical Director for various paint companies supplying coatings to the international market. I now own my own paint company supplying high performance coatings to the firearms industry. The formulations ... . Rick Schreiber Valparaiso, IN ________________________________________________________________________________
From: "Ernie Moreno" <ewmoreno(at)minetfiber.com>
Subject: Re: latex house paint (OT)
Date: Nov 25, 2008
Owen, The Indy project is moving forward again and the last bit of structure is being completd now, the motor mount. The aircraft is structurely complete now and is covered and painted. Engine has been completed and run. Hope to put a few photos on the chapter website soon. Ernie ----- Original Message ----- From: "Owen Davies" <owen5819(at)comcast.net> Sent: Tuesday, November 25, 2008 9:13 AM Subject: Ernie Moreno? Was: Re: Pietenpol-List: latex house paint (OT) > > Among other comments, Oscar Zuniga wrote: >> I do value Ernie Moreno's input. He is a Tech Counselor and has quite a >> number of fine projects under his belt, is extremely generous with his >> time and talent, and lives at the Independence, Oregon airpark that >> spawned the "Noon Patrol"... (etc.) > Speaking of Ernie, it's probably time for me to goose someone about the > Independence Flyer ultralight project. How's it going, Ernie? Is it going > at all? > > For those not familiar with it, the Independence Flyer is one of the > Independence EAA chapter's group projects, a well-designed ultralight that > closely resembles two of my favorite antiques (well, not MY antiques, > alas, but you get the idea), the Aeronca C-2 and C-3. It seems to have > been pretty much on hold since everyone there got Nieuport fever. If I had > a few doubloons to my name, didn't live about as far from Independence as > it's possible to get without leaving the continent, and had an > ultralight-friendly airport less than 3 hours drive away, I'd offer to buy > the project, just to see it completed. > > Owen > > > ________________________________________________________________________________
Date: Nov 25, 2008
From: H RULE <harvey.rule(at)rogers.com>
Subject: Re: latex house paint
We in the ultralight field have been painting our planes for years with latex and with great results.It lasts longer from UV than most paints and weathers better too.Real easy to apply and clean up as you know is a breeze. ________________________________ From: Bill Church <eng(at)canadianrogers.com> Sent: Tuesday, November 25, 2008 1:41:48 PM Subject: RE: Pietenpol-List: latex house paint Oscar, This is the first time that I have read that John Dilatush's (now Greg bacon's) Piet was painted with Latex. Is this a recent discovery? Bill C. ________________________________________________________________________________
From: "Richard Schreiber" <lmforge(at)earthlink.net>
Subject: Re: Spar Varnish, glue alternatives
Date: Nov 25, 2008
Ben and others contemplating using latex house paint as a topcoat. Be very careful thinning these products with a lot of water for spray application. I don't want to bore everyone with the technology, but this is how these products work. The base resin, whether it be acrylic or Poly Vinyl Acetate, is basically composed of very tiny spherical particles of resin, water, coalescing solvent, emulsifiers and some various other magic ingredients. As the water and coalescing solvents evaporate, the resin particles get packed closer and closer. Finally they are packed so tight by capillary action that the coalescing solvent migrates into the resin particles and causes the resin to "fuse" into a continuous film. Without the coalescing solvent or if its in the wrong proportions, the resins do not coalesce and the coating turns to dust. If too much water is added, it can severely impact this process as the water interferes with the fusing process. The problem with doing this on an aircraft coating is you would have no idea how severely this has affected the paint. It may appear to be ok, but you find out later that your latex topcoat starts to lose adhesion to the primer in the slipstream when the plane goes over 60 mph. Just remember this is not just a cosmetic issue. If the primer or the topcoat starts to unzip on the wing, especially in the leading edge area, you could be in for a world of hurt. The airfoil could be affected the same as if it had a coating of frost on it and stop flying. This is why the FAA is so adamant about following the STC for coatings systems. Its not about cosmetics, but flight safety. Rick Schreiber Valparaiso, IN > [Original Message] > From: Ben Charvet <bcharvet(at)bellsouth.net> > To: > Date: 11/24/2008 9:19:07 PM > Subject: Re: Pietenpol-List: Spar Varnish, glue alternatives > > > I experimented with Floetrol, windshield washer fluid, and plain old > water. The floetrol gave the worse results, and I couldn't tell the > difference between water and washer fluid. I was honestly surprised how > nice it went on with the HVLP gun. Getting it thin enough must be the > trick, and I was probably using a little more pressure than I would use > for an auto paint job, because there was more overspray. One thing I > did do was spray all the pieces flat so I could put on a good wet coat, > the water reducer/thinner allowed it to flow out very smooth. The > Sherwin Williams latex is quite thick, so I am using 2 parts SW to one > part distilled water. > > Ben > Oscar Zuniga wrote: > > > > > > Ben; > > > > I'm quite interested in your latex application technique. You say "thinned". Does that mean you used Floetrol or water? Two completely different things, as I understand it... water will thin the paint but Floetrol makes it flow out. Not sure how much of that is product hype and how much is real. Either way, one or the other is necessary for shooting latex from a regular gun so I'm curious as to your technique. > > > > > > ________________________________________________________________________________
Date: Nov 25, 2008
From: Owen Davies <owen5819(at)comcast.net>
Subject: Re: latex house
paint (OT) Ernie Moreno wrote: > Owen, The Indy project is moving forward again and the last bit of > structure is being completd now, the motor mount. The aircraft is > structurely complete now and is covered and painted. Engine has been > completed and run. Hope to put a few photos on the chapter website soon. Good news, indeed, Ernie! I'm looking forward to hearing how it flies. Owen ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: NORDO news
Date: Nov 25, 2008
The latest issue of the "NORDO News", newsletter from the bunch who runs the Lee Bottom Fly-In, includes some pix of Piets, including Mike Cuy making smoke, like on the Sunday pix from the fly-in: http://www.smugmug.com/photos/swfpopup.mg?AlbumID=6580047&AlbumKey=haLgg Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
Date: Nov 26, 2008
From: Matt Dralle <dralle(at)matronics.com>
Subject: Just A Few More Days...
Dear Listers, There are just a few more days left in this year's List Fund Raiser. There are some great gifts available when you make a qualifying Contribution and there's plenty still available. Don't forget that its *your* Contribution that keeps the computers running, the electricity turned on, and the computer room AC cooling! If you look forward to reading your List email each day, won't you please take a minute right now to make your personal Contribution? Credit Card or Paypal: http://www.matronics.com/contribution Personal Check: Matronics / Matt Dralle PO Box 347 Livermore, CA 94550 Thank you for your support! Matt Dralle ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: latex house paint
Date: Nov 26, 2008
Bill Church wrote- > > This is the first time that I have read that John Dilatush's (now Greg > bacon's) Piet was painted with Latex. > Is this a recent discovery? Well, I went back and re-read the info from John (down near the bottom, at http://www.westcoastpiet.com/steve_eldridge.htm ) and it actually says that he used the Fisher method, which involves black latex house paint as the primer, weave filler, and UV protection, and then applied automotive enamel over that. So I was only partially correct in what I said. On a completely different subject, I just noticed that Mike Cuy's Piet has brass leading edges on the prop. Hmmm... I don't remember seeing that in the construction videos. I sure like that look on a prop for these airplanes. Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
From: AMsafetyC(at)aol.com
Date: Nov 26, 2008
Subject: Re: latex house paint
I realize there is much I do not know about many things so it surprises me to learn that an automotive paint which I suspect would have been a solvent based enamel could adhere to a latex paint. It stands to reason the two materials are vastly different in chemistry and properties. The typical enamel automotive style coating would be a brittle material more rigid and with little flexibility other than its own expansion properties where as the underlying a latex material is a more flexible rubber type material with greater flex capability. When the skin needed to flex under load, the top coat automotive coating would be resistant to that mechanical stretching and begin to lose adhesion to its latex bonding base and chip off perhaps causing the cloth to follow. Although the use of automotive paint sounds attractive and would permit a nice smooth and highly more aerodynamic surface it doesn't sound practical over the latex base. I suspect one would have to uses an automotive primer, base coat and clear coat system to do it all properly. These are my own though's of how materials work and behave. I call once again on the collective wisdom and science of the experts and the coating Gods to show me the errors of my ways and point me the direction of truth. I would love to use a latex base and get the ease of application and cost benefit and the automotive finish topcoat if it is possible, practical and does not compromise safety of flight. It seems that like the airplane the coating systems are a series of compromises and there is just something about a wing loosing its covering in flight is just a bit more adventure than I care to experience. John In a message dated 11/26/2008 8:44:46 A.M. Eastern Standard Time, taildrags(at)hotmail.com writes: --> Pietenpol-List message posted by: Oscar Zuniga Bill Church wrote- > > This is the first time that I have read that John Dilatush's (now Greg > bacon's) Piet was painted with Latex. > Is this a recent discovery? Well, I went back and re-read the info from John (down near the bottom, at http://www.westcoastpiet.com/steve_eldridge.htm ) and it actually says that he used the Fisher method, which involves black latex house paint as the primer, weave filler, and UV protection, and then applied automotive enamel over that. So I was only partially correct in what I said. On a completely different subject, I just noticed that Mike Cuy's Piet has brass leading edges on the prop. Hmmm... I don't remember seeing that in the construction videos. I sure like that look on a prop for these airplanes. Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net **************Life should be easier. So should your homepage. Try the NEW AOL.com. ________________________________________________________________________________
From: "Gary Boothe" <gboothe(at)calply.com>
Subject: latex house paint
Date: Nov 26, 2008
John, Flex agents are available for automotive paints.works well, highly caustic, though, and you would definitely want your own air supply. I learned this the hard way, and, for that reason, am very interested in the Stewart System. Gary Boothe Cool, Ca. Pietenpol WW Corvair Conversion Tail done, working on fuselage (endless metal parts!) (12 ribs down.) _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of AMsafetyC(at)aol.com Sent: Wednesday, November 26, 2008 6:10 AM Subject: Re: Pietenpol-List: latex house paint I realize there is much I do not know about many things so it surprises me to learn that an automotive paint which I suspect would have been a solvent based enamel could adhere to a latex paint. It stands to reason the two materials are vastly different in chemistry and properties. The typical enamel automotive style coating would be a brittle material more rigid and with little flexibility other than its own expansion properties where as the underlying a latex material is a more flexible rubber type material with greater flex capability. When the skin needed to flex under load, the top coat automotive coating would be resistant to that mechanical stretching and begin to lose adhesion to its latex bonding base and chip off perhaps causing the cloth to follow. Although the use of automotive paint sounds attractive and would permit a nice smooth and highly more aerodynamic surface it doesn't sound practical over the latex base. I suspect one would have to uses an automotive primer, base coat and clear coat system to do it all properly. These are my own though's of how materials work and behave. I call once again on the collective wisdom and science of the experts and the coating Gods to show me the errors of my ways and point me the direction of truth. I would love to use a latex base and get the ease of application and cost benefit and the automotive finish topcoat if it is possible, practical and does not compromise safety of flight. It seems that like the airplane the coating systems are a series of compromises and there is just something about a wing loosing its covering in flight is just a bit more adventure than I care to experience. John In a message dated 11/26/2008 8:44:46 A.M. Eastern Standard Time, taildrags(at)hotmail.com writes: Bill Church wrote- > > This is the first time that I have read that John Dilatush's (now Greg > bacon's) Piet was painted with Latex. > Is this a recent discovery? Well, I went back and re-read the info from John (down near the bottom, at http://www.westcoastpiet.com/steve_eldridge.htm ) and it actually says that he used the Fisher method, which involves black latex house paint as the primer, weave filler, and UV protection, and then applied automotive enamel over that. So I was only partially correct in what I said. On a completely different subject, I just noticed that Mike Cuy's Piet has brass leading edges on the prop. Hmmm... I don't remember seeing that in the construction videos. I sure like that look on a prop for these airplanes. Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at sp; (And Get Some AWESOME FREE find you for -Matt Dralle, List e the es y - MATRONICS WEB FORUMS ======================== _____ Lifoptin=new-dp&icid=aolcom40vanity&ncid=emlcntaolcom00000002">Try the NEW AOL.com. ________________________________________________________________________________
From: AMsafetyC(at)aol.com
Date: Nov 26, 2008
Subject: Re: latex house paint
Gary, Where would I get information on the Stewart System is there a web site I can review to become familiar with their system? Please advise Thanks John In a message dated 11/26/2008 9:40:33 A.M. Eastern Standard Time, gboothe(at)calply.com writes: John, Flex agents are available for automotive paintsworks well, highly caustic, though, and you would definitely want your own air supply. I learned this t he hard way, and, for that reason, am very interested in the Stewart System. Gary Boothe Cool, Ca. Pietenpol WW Corvair Conversion Tail done, working on fuselage (endless metal parts!) (12 ribs down) ____________________________________ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of AMsafetyC@a ol.com Sent: Wednesday, November 26, 2008 6:10 AM Subject: Re: Pietenpol-List: latex house paint I realize there is much I do not know about many things so it surprises me to learn that an automotive paint which I suspect would have been a solvent based enamel could adhere to a latex paint. It stands to reason the two materials are vastly different in chemistry and properties. The typical enamel automotive style coating would be a brittle material mor e rigid and with little flexibility other than its own expansion properties where as the underlying a latex material is a more flexible rubber type material with greater flex capability. When the skin needed to flex under l oad, the top coat automotive coating would be resistant to that mechanical stretchin g and begin to lose adhesion to its latex bonding base and chip off perhaps causing the cloth to follow. Although the use of automotive paint sounds attractive and would permit a nice smooth and highly more aerodynamic surface it doesn't sound practical over the latex base. I suspect one would have to uses an automotive primer, base coat and clear coat system to do it all properly. These are my own though's of how materials work and behave. I call once again on the collective wisdom and science of the experts and the coating G ods to show me the errors of my ways and point me the direction of truth. I would love to use a latex base and get the ease of application and cost benefit and the automotive finish topcoat if it is possible, practical and does not compromise safety of flight. It seems that like the airplane the coatin g systems are a series of compromises and there is just something about a win g loosing its covering in flight is just a bit more adventure than I care to experience. John In a message dated 11/26/2008 8:44:46 A.M. Eastern Standard Time, taildrags(at)hotmail.com writes: --> Pietenpol-List message posted by: Oscar Zuniga Bill Church wrote- > > This is the first time that I have read that John Dilatush's (now Greg > bacon's) Piet was painted with Latex. > Is this a recent discovery? Well, I went back and re-read the info from John (down near the bottom, at http://www.westcoastpiet.com/steve_eldridge.htm ) and it actually says that he used the Fisher method, which involves black latex house paint as the primer, weave filler, and UV protection, and then applied automotive enamel over that. So I was only partially correct in what I said. On a completely different subject, I just noticed that Mike Cuy's Piet has brass leading edges on the prop. Hmmm... I don't remember seeing that in t he construction videos. I sure like that look on a prop for these airplanes. Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at sp; (And Get Some AWESOME FREE find you for -Matt Dralle, List e the es y - MATRONICS WEB FORUMS ____________________________________ Lifoptin=new-dp&icid=aolcom40vanity&ncid=emlcntaolcom00000002">Try th e NEW AOL.com. http://www.matronics.com/contribution _http://www.matronics.com/contribution_ (http://www.matronics.com/contribution) (http://www.matronics.com/Navigator?Pietenpol-List) **************Life should be easier. So should your homepage. Try the NEW AOL.com. m00000002) ________________________________________________________________________________
From: "Bill Church" <eng(at)canadianrogers.com>
Subject: latex house paint
Date: Nov 26, 2008
John, You didn't try very hard. I just googled "stewart system" and the company website came up as the number 1 site. Or just click here: http://www.stewartsystems.aero/ Bill C. ________________________________________________________________________________
From: AMsafetyC(at)aol.com
Date: Nov 26, 2008
Subject: Re: latex house paint
I suppose not, I goggled it and came up with a dozen Stewart's one of which was Martha and I know she's not coking up coatings in her kitchen so I figured I would ask rather than waste time on whats Martha up to today! Thanks for the link John In a message dated 11/26/2008 1:23:38 P.M. Eastern Standard Time, eng(at)canadianrogers.com writes: John, You didn't try very hard. I just googled "stewart system" and the company website came up as the number 1 site. Or just click here: _http://www.stewartsystems.aero/_ (http://www.stewartsystems.aero/) Bill C. (http://www.matronics.com/contribution) (http://www.matronics.com/Navigator?Pietenpol-List) **************Life should be easier. So should your homepage. Try the NEW AOL.com. ________________________________________________________________________________
Date: Nov 26, 2008
From: H RULE <harvey.rule(at)rogers.com>
Subject: Re: latex house paint
Auto paint was used on my wing.=0A=0A=0A=0A=0A_____________________________ ___=0AFrom: Gary Boothe <gboothe(at)calply.com>=0ATo: pietenpol-list@matronics .com=0ASent: Wednesday, November 26, 2008 9:36:27 AM=0ASubject: RE: Pietenp ol-List: latex house paint=0A=0A=0AJohn,=0A-=0AFlex agents are available for automotive paints=85works well, highly caustic, though, and you would d efinitely want your own air supply. I learned this the hard way, and, for t hat reason, am very interested in the Stewart System.=0A-=0AGary Boothe =0ACool, Ca.=0APietenpol=0AWW Corvair Conversion=0ATail done, working on fu selage (endless metal parts!)=0A(12 ribs down=85)=0A=0A____________________ ____________=0A=0AFrom:owner-pietenpol-list-server(at)matronics.com [mailto:ow ner-pietenpol-list-server(at)matronics.com] On Behalf Of AMsafetyC(at)aol.com=0AS ent: Wednesday, November 26, 2008 6:10 AM=0ATo: pietenpol-list(at)matronics.co m=0ASubject: Re: Pietenpol-List: latex house paint=0A-=0AI realize there is much I do not know about many things so it surprises me to learn that an automotive paint which I suspect would have been a solvent based enamel co uld adhere to a latex paint. It stands to reason the two materials are vast ly different in chemistry-and properties. =0A-=0AThe typical enamel aut omotive style coating would be a brittle material more rigid and with littl e flexibility other than its own expansion properties where as the underlyi ng a latex material is a more flexible rubber type material with greater fl ex capability. When the skin needed to flex under load, the top coat automo tive coating would be resistant to that mechanical stretching and begin to lose adhesion to its latex bonding base and chip off perhaps causing the cl oth to follow.=0A-=0AAlthough the use of automotive paint sounds attracti ve and would permit a nice smooth and highly more aerodynamic surface it do esn't sound practical over the latex base. I suspect one would have to uses an automotive primer, base coat and clear coat system-to do it all prope rly.=0A-=0AThese are my own though's of how materials work and behave. I call once again on the collective wisdom and science-of the experts and t he coating Gods to show me the errors of my ways and point me the direction of truth. =0A-=0AI would love to use a latex base and get the ease-of application and cost benefit and-the automotive finish topcoat if it is p ossible, practical and does not compromise safety of flight. It seems that like the airplane the coating systems are a series of compromises and there is just something about a wing loosing its covering-in flight is just a bit more adventure than I care to experience.=0A-=0AJohn=0A-=0A-=0AIn a message dated 11/26/2008 8:44:46 A.M. Eastern Standard Time, taildrags@h ildrags(at)hotmail.com>=0A=0A=0ABill Church wrote-=0A> =0A> This is the first time that I have read that John Dilatush's (now Greg=0A> bacon's) Piet was painted with Latex.=0A> Is this a recent discovery?=0A=0AWell, I went back and re-read the info from John (down near the bottom, at http://www.westcoa stpiet.com/steve_eldridge.htm ) and it actually says that he used the Fishe r method, which involves black latex house paint as the primer, weave fille r, and UV protection, and then applied automotive enamel over that.- So I was only partially correct in what I said.=0A=0AOn a completely different subject, I just noticed that Mike Cuy's Piet has brass leading edges on the prop.- Hmmm... I don't remember seeing that in the construction videos. - I sure like that look on a prop for these airplanes.=0A=0AOscar Zuniga =0AAir Camper NX41CC=0ASan Antonio , TX=0Amailto: taildrags(at)hotmail.com=0Aw ebsite at sp; - - - -- (And Get Some AWESOME FREE find you for - - - - - - - - - - -Matt Dralle, List e the es y - - - - - -- - MATRONICS WEB FORUMS =0A=0A=0A-=0A=0A___________ _____________________=0A=0ALifoptin=new-dp&icid=aolcom40vanity&ncid=e mlcntaolcom00000002">Try the NEW AOL.com.=0A -=0A -=0Ahttp://www.matron =0A ________________________________________________________________________________
From: "Mark Stanley" <mmrally(at)nifty.com>
Subject: Re: Varnishing Wood
Date: Nov 27, 2008
Hi Richard, Thanks for your excellent 2 cents worth!. This is just the type of info that people need to hear so that we have at least half a chance to make the right choice concerning which timber finishes to use. I don't think too many of us will take what you say as an advertisement, it is just great to hear the facts from those who are in a position to know what is happening. Thank you very much! Mark Stanley Japan Ribs, fin,rudder & a pile of sticks ----- Original Message ----- From: Richard Schreiber To: pietenpol-list Sent: Wednesday, November 26, 2008 1:33 AM Subject: Pietenpol-List: Varnishing Wood I have been reading the posts recently on varnishing wood with interest and would like to add my 2 cents to the discussion. ....... ________________________________________________________________________________
Subject: Re: Varnishing Wood
From: amsafetyc(at)aol.com
Date: Nov 27, 2008
V2VsbCBzYWlkIE1hcmsgYW5kIHRoYW5rcw0KDQpIYXBweSBUaGFua3NnaXZpbmcgdG8gYWxsDQoN CkpvaG4NCg0KTGl2aW5nIHRoZSBkcmVhbSwgb25lIGRheSBhdCBhIHRpbWUhDQpTZW50IGZyb20g bXkgVmVyaXpvbiBXaXJlbGVzcyBCbGFja0JlcnJ5DQoNCi0tLS0tT3JpZ2luYWwgTWVzc2FnZS0t LS0tDQpGcm9tOiAiTWFyayBTdGFubGV5IiA8bW1yYWxseUBuaWZ0eS5jb20+DQoNCkRhdGU6IFRo dSwgMjcgTm92IDIwMDggMjA6NTA6MDEgDQpUbzogPHBpZXRlbnBvbC1saXN0QG1hdHJvbmljcy5j b20+DQpTdWJqZWN0OiBSZTogUGlldGVucG9sLUxpc3Q6IFZhcm5pc2hpbmcgV29vZA0KDQoNCkhp IFJpY2hhcmQsDQoNClRoYW5rcyBmb3IgeW91ciBleGNlbGxlbnQgMiBjZW50cyB3b3J0aCEuIFRo aXMgaXMganVzdCB0aGUgdHlwZSBvZiBpbmZvIHRoYXQgDQpwZW9wbGUgbmVlZCB0byBoZWFyIHNv IHRoYXQgd2UgaGF2ZSBhdCBsZWFzdCBoYWxmIGEgY2hhbmNlIHRvIG1ha2UgdGhlIHJpZ2h0IA0K Y2hvaWNlIGNvbmNlcm5pbmcgd2hpY2ggdGltYmVyIGZpbmlzaGVzIHRvIHVzZS4NCkkgZG9uJ3Qg dGhpbmsgdG9vIG1hbnkgb2YgdXMgd2lsbCB0YWtlIHdoYXQgeW91IHNheSBhcyBhbiBhZHZlcnRp c2VtZW50LCBpdCANCmlzIGp1c3QgZ3JlYXQgdG8gaGVhciB0aGUgZmFjdHMgZnJvbSB0aG9zZSB3 aG8gYXJlIGluIGEgcG9zaXRpb24gdG8ga25vdyANCndoYXQgaXMgaGFwcGVuaW5nLiBUaGFuayB5 b3UgdmVyeSBtdWNoIQ0KDQpNYXJrIFN0YW5sZXkNCkphcGFuDQpSaWJzLCBmaW4scnVkZGVyICYg YSBwaWxlIG9mIHN0aWNrcw0KICAtLS0tLSBPcmlnaW5hbCBNZXNzYWdlIC0tLS0tIA0KICBGcm9t OiBSaWNoYXJkIFNjaHJlaWJlcg0KICBUbzogcGlldGVucG9sLWxpc3QNCiAgU2VudDogV2VkbmVz ZGF5LCBOb3ZlbWJlciAyNiwgMjAwOCAxOjMzIEFNDQogIFN1YmplY3Q6IFBpZXRlbnBvbC1MaXN0 OiBWYXJuaXNoaW5nIFdvb2QNCg0KDQoNCiAgSSBoYXZlIGJlZW4gcmVhZGluZyB0aGUgcG9zdHMg cmVjZW50bHkgb24gdmFybmlzaGluZyB3b29kIHdpdGggaW50ZXJlc3QgDQphbmQgd291bGQgbGlr ZSB0byBhZGQgbXkgMiBjZW50cyB0byB0aGUgZGlzY3Vzc2lvbi4gLi4uLi4uLiANCg0K ________________________________________________________________________________
Date: Nov 27, 2008
From: shad bell <aviatorbell(at)yahoo.com>
Subject: Cold turkey day flying
Well I went up and froze my buggers for about a half hr today.- It was 27 degrees, but I just had to go flying.- The old corvair takes a little wa rming up in this weather, my preheater did not do a very good job last nigh t.- The only part of me that even got cold was my feet (OK my buggers did not freeze). Insulated coveralls, a ski mask, ski goggles, and a fleece li ned pilots helmet and I was good.- The problem with the piet is boots.- If I put on great big insulated snow boots I couldn't get them to the rudd er bar, much less move it back and forth.- Hope you all have a good Thank sgiving, and all be thankfull for the gift of flight.- Now I gonna go eat turkey. - Happy Thanksgiving Shad=0A=0A=0A ________________________________________________________________________________
From: Scott Knowlton <flyingscott_k(at)hotmail.com>
Subject: Cold turkey day flying
Date: Nov 27, 2008
Happy Thanksgiving. You may be a good candidate for the electric socks sol d in the Lands End catologue! Scott Knowlton Slow Piet Builder Date: Thu=2C 27 Nov 2008 08:53:25 -0800From: aviatorbell(at)yahoo.comSubject: Pietenpol-List: Cold turkey day flyingTo: pietenpol-list(at)matronics.com Well I went up and froze my buggers for about a half hr today. It was 27 d egrees=2C but I just had to go flying. The old corvair takes a little warm ing up in this weather=2C my preheater did not do a very good job last nigh t. The only part of me that even got cold was my feet (OK my buggers did n ot freeze). Insulated coveralls=2C a ski mask=2C ski goggles=2C and a fleec e lined pilots helmet and I was good. The problem with the piet is boots. If I put on great big insulated snow boots I couldn't get them to the rudd er bar=2C much less move it back and forth. Hope you all have a good Thank sgiving=2C and all be thankfull for the gift of flight. Now I gonna go eat turkey. Happy Thanksgiving Shad 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D _________________________________________________________________ ________________________________________________________________________________
From: Jonathan Ragle <jon95gt(at)hotmail.com>
Subject: Cold turkey day flying
Date: Nov 27, 2008
Glad you went flying today Shad. I wanted to but there was a direct crossw ind and I'm still learning this taildragger thing. Fingers are crossed for tomorrow. Yall have fun and happy Thanksgiving!! Jonathan Date: Thu=2C 27 Nov 2008 08:53:25 -0800From: aviatorbell(at)yahoo.comSubject: Pietenpol-List: Cold turkey day flyingTo: pietenpol-list(at)matronics.com Well I went up and froze my buggers for about a half hr today. It was 27 d egrees=2C but I just had to go flying. The old corvair takes a little warm ing up in this weather=2C my preheater did not do a very good job last nigh t. The only part of me that even got cold was my feet (OK my buggers did n ot freeze). Insulated coveralls=2C a ski mask=2C ski goggles=2C and a fleec e lined pilots helmet and I was good. The problem with the piet is boots. If I put on great big insulated snow boots I couldn't get them to the rudd er bar=2C much less move it back and forth. Hope you all have a good Thank sgiving=2C and all be thankfull for the gift of flight. Now I gonna go eat turkey. Happy Thanksgiving Shad 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D _________________________________________________________________ Proud to be a PC? Show the world. Download the =93I=92m a PC=94 Messenger t hemepack now. ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: cold turkey day flying
Date: Nov 27, 2008
Jonathan; You just can't use the same landing technique in gusts or crosswinds that you do when it's calm or the wind is right down the runway. Carry a little extra power and airspeed on final when landing into a crosswind or gusty winds. Hold the upwind wing down and touch down on that main wheel first. Let the airspeed bleed off while you keep the airplane pointing straight with the rudders, hold upwind stick to stop sidewise drift, and let the tail settle down as the airplane slows. Then start breathing again ;o) Believe me, after 30 years of flying taildraggers, it gets easier but never less exciting. And the Piet is the perfect instructor. Do a couple of these landings and you won't even notice the cold! Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
Date: Nov 28, 2008
From: Matt Dralle <dralle(at)matronics.com>
Subject: Just 3 Days Left - Please Make Your List Contribution
Today! There are only three days left until the end of this year's List Fund Raiser. Please take a minute to show your support as so many others have this year and make sure YOUR name is on the forthcoming List of Contributors 2008! Its quick and easy using the secure web site with a credit card or PayPal: http://www.matronics.com/contribution or by sending your personal check to: Matronics Lists c/o Matt Dralle PO Box 347 Livermore, CA 94551-0347 (Please write your email address on the check!) Thank you in advance for your support of these List services! Matt Dralle Matronics Email and Forum Administrator ________________________________________________________________________________
Date: Nov 28, 2008
From: Lawrence Williams <lnawms(at)yahoo.com>
Subject: cold turkey day flying, varnish
Oscar et al- - The skies over central Arkansas are free of enemy intruders as of 27 Nov. 0 800. - L. Williams TACO xcg, xcmr, epp - ps. The Alan Rudolph Piet (built in the 40's I believe and kept outside or in crude structures for most of it's Minnesota life) was disassembled for r estoration around 2000-and found to have wonderfully preserved woodwork. Upon questioning Mr. Rudolph about what was used as a varnish he stated tha t it was thinned dope. - Say what you will about the latesr state-of-the-art things we all try to la vish on our Piets, but-an awful lot of it is overkill. Just build the dar ned thing and GO FLY!!!=0A=0A=0A ________________________________________________________________________________
Subject: Larry Williams observation
Date: Nov 28, 2008
From: "Cuy, Michael D. (GRC-RXD0)[ASRC]" <Michael.D.Cuy(at)nasa.gov>
Say what you will about the latest state-of-the-art things we all try to lavish on our Piets, but an awful lot of it is overkill. Just build the darned thing and GO FLY!!! This is so profoundly true Larry. When I was building my goal was to make a safe airplane using sound building materials and practices but the ultimate goal was to fly sooner rather than later and not to get caught up in excess pontification. Even using that approach you learn so much when building a plans-built airplane--you can't help not to and that was the original intent of homebuilt aircraft---to fly of course, but as an educational experience. I'm afraid with all the fast-builds and 'throw your money at an outfit' and they will build it for you while you pose with a different shirt and calendar by your project over a two weeks time. ________________________________________________________________________________
From: Roy Brooks <n900ml(at)hotmail.com>
Subject: Continental A-65 rod bearing, piston and wrist-pin?
Date: Nov 28, 2008
Does anyone have an old A-65 rod bearing and/or piston and wrist pin I can buy for a non-airworthy need? I am happy to send a money order to anyone ha ving spare parts. I want to partially reassemble my old (worn-out) crankshaft and a rod & cap (maybe with a piston if I can find one) and then make pictures of the fini shed assembly to compare with the way my A-80 engine went back together. (s ee attached photo) I need to mate these above listed items up according to and following the C ontinental Overhaul Manual (and Continental Overhaul Film I have=2C produce d by Continental for mechanics) that we followed religiously when the engin e was being reassembled=2C in order to satisfy a concern about how the rod bearings are attached onto a crankshaft. The manual (and the film) state the casting numbers on the rods all go "up" when the rods are attached to the crankshaft WHEN the crankshaft is bolted to an engine make-up (build) stand and being reassembled. Otherwise=2C the rods can easily go on the wrong way=2C if not following the manual. When t he rods are attached in this fashion=2C it my understanding all the oil hol es on the rod caps are facing in the same direction as well=2C because the bearings have an indentation forcing the rod caps to all "look" or face the same when attached to the crankshaft. The attached picture shows my replacement yellow-tag crankshaft with the ro ds attached. I had one observation from an e-mail I received in regard to t he video I put on YouTube that 2 of the rod caps are showing the oil holes NOT going the right direction. But=2C when the rod caps are installed onto the rod=2C when the rod is mated to the crankshaft as per the overhaul manu al=2C they all will be facing the same direction. This may not be the case for a Lycoming engine but it seems to be the proper way on the "A" series e ngines made by Continental. When I called an A&P/IA who works on my Cessna=2C he read from the manual a nd advised that (without seeing my crank) the rods are ALL installed correc tly=2C if the casting numbers are going "up." I am simply doing this "expe riment" to satisfy my own curiosity and if the rods were installed improper ly (and if I ever actually decide to sell this engine) I want to represent it as honestly as possible and not be deceptive (like the original seller w as to me) in regard to the overhaul. My higher resolution photos all show t he casting numbers "going up" on the crankshaft as described in the manual and the film. After I have satisfied my curiosity and finished my photo project=2C I'm pr obably going to have the "bad" crank and rod powder coated silver and turne d into a cup holder stand for my hanger. Should look pretty wild. _________________________________________________________________ Proud to be a PC? Show the world. 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November 14, 2008 - November 29, 2008

Pietenpol-Archive.digest.vol-hd