Pietenpol-Archive.digest.vol-ib
August 18, 2009 - Present
jboatri(at)emory.edu writes:
Links are to the seminar where Pieti Lowell (Frank) chats about his
experiments with Pietenpols. Included are discussions of the Riblett airoils,
fuel injection of a Ford Model B engine, and other performance tweaks. Video
in five parts. Note that I missed about the first minute - sorry! - plus,
the flies were terrible, so you'll see the video bounce around a lot as I
finally lose it a couple of times and swat at them.
_http://www.youtube.com/watch?v=unvGPeYrc3o_
(http://www.youtube.com/watch?v=unvGPeYrc3o)
_http://www.youtube.com/watch?v=KHHnzw1V5FY_
(http://www.youtube.com/watch?v=KHHnzw1V5FY)
_http://www.youtube.com/watch?v=hYJ1QchJCeM_
(http://www.youtube.com/watch?v=hYJ1QchJCeM)
_http://www.youtube.com/watch?v=nLTDTEyhpGE_
(http://www.youtube.com/watch?v=nLTDTEyhpGE)
_http://www.youtube.com/watch?v=MNJI19K3POU_
(http://www.youtube.com/watch?v=MNJI19K3POU)
--
Jeff Boatright
"Now let's think about this..."
(http://www.matronics.com/Navigator?Pietenpol-List)
(http://www.matronics.com/contribution)
________________________________________________________________________________
| From: | AMsafetyC(at)aol.com |
Jerry
you'll be surprised how easy it is to bend glass, breaking it is even
easier.
John
In a message dated 8/18/2009 10:40:50 P.M. Eastern Daylight Time,
jdotson(at)erec.net writes:
--> Pietenpol-List message posted by: "Jerry Dotson"
WOO HOO That set my hair. I 'm gonna try my hand at glass bending too.
They have made a change on their website.
--------
Jerry Dotson
59 Daniel Johnson Rd
Baker, FL 32531
Started building NX510JD July, 2009
using Lycoming O-235
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258593#258593
________________________________________________________________________________
| Subject: | Cool girls have Dads that own a Pietenpol... |
| From: | Ryan Mueller <rmueller23(at)gmail.com> |
Dan Yocum put a pic of his girls trying out the Piet cockpits for size on
Facebook, and invited a Fark style photoshop job. Here's my offering:
http://www.flickr.com/photos/rmueller23/3835115733/sizes/o/
It's done rather quickly, and I had to use an unfamiliar program; I
'GIMP'ed' it, as I don't have Photoshop on this machine right now since
installing Windows 7. As such I apologize for the quality, but there ya have
it...
Have a good night all,
Ryan
________________________________________________________________________________
| Subject: | Re: TGWP on Encore |
| From: | "Baldeagle" <baldeagle27(at)earthlink.net> |
I spent 11 weeks in England working on Flyboys, 35 hours of flying and lots of
taxiing on the ground, and figure I might have 2 minutes on screen. Everything
above 500 feet was CGI, I guess the low stuff around the trees was too hard
to do. And there were some things in the script I wish they'd changed, but it
was a blast doing it, the people were great, and it paid well (Imagine getting
paid to fly around down valleys and between trees). I hate to see it criticized
because I know how much work went into it, but I understand the criticisms.
And it was independantly financed, so they had to squeeze a $100 mil movie
into a $60 mil budget.
As for other movies, "Always" is good, it has airplanes, and my girlfriend cried,
so what more can you ask for?
Also, do not miss "Dark Blue World", trust me.
-
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258614#258614
________________________________________________________________________________
| Subject: | Re: TGWP on Encore |
| From: | Ryan Mueller <rmueller23(at)gmail.com> |
Andrew,
Congrats on your work with Flyboys. While the movie came off as a little too
much Hollywood for me, I did enjoy the honest-to-goodness flying sequences
that ended up in the film. We had the good fortune to spend some time
talking to Eric Presten at the Piet fly-in at Brodhead this year; if I
recall correctly he was involved in that film to some extent as well.
Also, thank you for being a part of the 'Barnstorming' movie. I loved it,
and my wife (who is not quite as brainwashed as I, but still enthusiastic)
liked it as well.
Finally, I'll second your endorsement of 'Dark Blue World'. A very good
movie....had some nice flying sequences in it, especially considering when
it was filmed and that it is not a major US studio production. The story is
told well to boot. It made me place an order for the 'Piece of Cake'
DVD...should fit well next the 'Battle of Britain' DVD. :P
Will you make it to Grassroots this year?
Have a good night,
Ryan
On Tue, Aug 18, 2009 at 11:55 PM, Baldeagle wrote:
> baldeagle27(at)earthlink.net>
>
> I spent 11 weeks in England working on Flyboys, 35 hours of flying and lots
> of taxiing on the ground, and figure I might have 2 minutes on screen.
> Everything above 500 feet was CGI, I guess the low stuff around the trees
> was too hard to do. And there were some things in the script I wish they'd
> changed, but it was a blast doing it, the people were great, and it paid
> well (Imagine getting paid to fly around down valleys and between trees).
> I hate to see it criticized because I know how much work went into it, but
> I understand the criticisms. And it was independantly financed, so they had
> to squeeze a $100 mil movie into a $60 mil budget.
>
> As for other movies, "Always" is good, it has airplanes, and my girlfriend
> cried, so what more can you ask for?
>
> Also, do not miss "Dark Blue World", trust me.
>
>
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | judging videos/films |
I must install some new rings soon....Col. Gantzer too.
Always check your axel nuts before takeoff I say......
From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-lis
t-server(at)matronics.com] On Behalf Of Gary Boothe
Sent: Tuesday, August 18, 2009 10:05 PM
Subject: RE: Pietenpol-List: judging videos/films
[cid:image001.gif(at)01CA209B.E2CE21A0]
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down...)
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-lis
t-server(at)matronics.com] On Behalf Of Cuy, Michael D. (GRC-RXD0)[ASRC Aerosp
ace Corporation]
Sent: Tuesday, August 18, 2009 6:05 PM
Subject: Pietenpol-List: judging videos/films
space Corporation]"
But what do I know about cinema - I actually like Mike Cuy's video.
Bill C.
Good Lord, I've always had such respect for Bill Church 0)ntil I read this
above:) Kidding Bill and thank you.
I guess I'm all about real scenes in any airplane related footage-- that's
why I like "Barnstorming" so well
and things like PBS specials on aviation. (History Channel, things like t
hat of course too)
What I really enjoyed were all the videos you guys so generously took and t
hen posted on YouTube---very cool.
I think my Mother has made those "number of view" counts go up tremendously
if I tell her I'm in the scene:)
Mike C.
(do OSH and BHD go by fast or what ?0)
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
To me one of the funniest airplane movies scenes was during the opening of
Airplane when you hear
radials of an old DC-6 but then see a Boeing 707 airliner emerge from the c
louds. (with the theme song from
Jaw's playing in the background) My pilot friend and I were the only ones
in the entire theater laughing.
"so Johnny, have you ever been to a Turkish spa ?" Lloyd Bridges....'p
icked a bad week to stop sniffing glue'.
I agree with Don Emch regarding how TGWP can be depressing. If watching a
t home I only watch the first
2/3rds and then pull the plug on it. That scene with Frank Tallman flyin
g down Main Street with only five or six
feet to spare on his wingtips from the storefronts. Stellar flying.
[cid:image001.jpg(at)01CA209E.1FE67900]
________________________________________________________________________________
| Subject: | Re: skid ball source |
| From: | helspersew(at)aol.com |
You can buy all different sized steel balls at McMastercarr.com.
Dan Helsper
Poplar Grove, IL.
-----Original Message-----
From: Gary Boothe <gboothe5(at)comcast.net>
Sent: Tue, Aug 18, 2009 5:21 pm
Subject: RE: Pietenpol-List: Re: skid ball
BYD (?),
I like that! Just where does one find one ball bearing? Last night I broke
open a spray can (cfc's flying everywhere...global warming an imminent
result), to find that the 'rattle' is marble that's too big.
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of BYD
Sent: Tuesday, August 18, 2009 10:28 AM
Subject: Pietenpol-List: Re: skid ball
Here is a simple slip/skid I made for my project. It's a ball-bearing in a
plastic tube filled with baby oil and capped with bolts at each end. May
not be accurate - but I usually just want to confirm that I'm slipping or
skidding and don't care by how much.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258467#258467
Attachments:
http://forums.matronics.com//files/panel_148.jpg
====
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | The Blue Max, 1965 Trailer |
I always wondered why my Dad loved this film. After seeing the movie a fe
w years ago at Brodhead I realized
that Dad's enjoyment of this film had little to do with his love of airplan
es and aviation but had everything to do
with George Peppard getting to do naughty things with the General's beautif
ul wife Ursula Andress.
http://www.youtube.com/watch?v=Efc6Y6LCuuc
________________________________________________________________________________
| Subject: | judging videos/films |
| From: | "Bill Church" <eng(at)canadianrogers.com> |
Whew, glad you wrote that you were kidding.
That was kind of scary thinking that anyone had respect for me...
Bill C.
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Cuy,
Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]
Sent: Tuesday, August 18, 2009 9:05 PM
Subject: Pietenpol-List: judging videos/films
--> Aerospace Corporation]"
Good Lord, I've always had such respect for Bill Church 0)ntil I read
this above:) Kidding Bill and thank you.
Mike C.
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
| Subject: | The Blue Max, 1965 Trailer |
"They play war games."
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Cuy, Michael
D. (GRC-RXD0)[ASRC Aerospace Corporation]
Sent: Wednesday, August 19, 2009 4:32 AM
Subject: Pietenpol-List: The Blue Max, 1965 Trailer
I always wondered why my Dad loved this film. After seeing the movie a few
years ago at Brodhead I realized
that Dad's enjoyment of this film had little to do with his love of
airplanes and aviation but had everything to do
with George Peppard getting to do naughty things with the General's
beautiful wife Ursula Andress.
http://www.youtube.com/watch?v=Efc6Y6LCuuc
________________________________________________________________________________
| Subject: | Tapered shaft Dimensions? |
| From: | "TOPGUN" <rmdinfo(at)lakefield.net> |
Hi all,
I attached a file showing the generic Continental tapered crank end (sae0), does
anyone have the dimensions I have called out?
Also, do you have or know where I can buy the std prop hub, nut sleeve and key
for one of these engines?
Thanks !!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258667#258667
Attachments:
http://forums.matronics.com//files/prop_extension_layout_142.pdf
________________________________________________________________________________
| Subject: | Re: TGWP on Encore |
| From: | "Baldeagle" <baldeagle27(at)earthlink.net> |
Worst airplane movie ever: "Thunder Over Reno"
I will be at Brodhead for Grass Roots next month, with the whirlybird.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258668#258668
________________________________________________________________________________
| From: | Owen Davies <owen5819(at)comcast.net> |
| Subject: | Re: TGWP on Encore |
Terry Williams wrote:
> Dark Blue World
> The Flight of Phoenix
> The Bridges at Toko Ri
> 12 o'clock High
> The Battle of Britain
> Those Magnificent Men in Their Flying Machines
> The Great Waldo Pepper (yes, I like it)
> Thirty Seconds Over Tokyo
> The Right Stuff
> The Dam Busters
> Top Gun
> One Six Right
> Flyboys (thought it was OK)
> Strategic Air Command
> Always
> Memphis Belle
> The Blue Max
> Tora! Tora! Tora!
> Midway (this is really just continuation of T!T!T! ; some of the same
> footage)
Haven't seen Dark Blue World, the remake of Flight of the Phoenix, One
Six Right, Flyboys, or Always (that title sounds like a remake of A Guy
Named Joe.) I'll have to look for them.
Thanks for mentioning Those Magnificent Men in Their Flying Machines. I
haven't seen it in at least three months. (Where's my DVD? It's gotta be
here somewhere.) Always a joy!
As for "some of the same footage," how many movies have used that film
of the guy blowing his carrier landing and skidding into the island?
> Some pretty hokey movies that had good flying scenes:
>
> Air America
Only one from this list I remember well enough to comment on. Loved it
for the humor and the uphill landing. Always wanted to fly one of those.
Thanks for the reminders.
Owen
________________________________________________________________________________
| From: | Dan Yocum <yocum(at)fnal.gov> |
Speaking of interesting instruments, N8031 has an altimeter I've never
seen before. Here's a picture of it (click on the image for high
resolution version):
http://5n429glenoak.homelinux.net/gallery/N8031/img_2521
It doesn't have the typical window that displays the barometric
pressure, but it does have a little tiny triangle that runs around on
the outside edge of the graduations (it's right about the word "of feet"
sitting at the 45' altitude mark).
I've verified that this triangle moves around the perimeter based on
differing barometric pressure, but I'll be darned if it makes any sense.
Does anyone know how this works?
Thanks,
Dan
--
Dan Yocum
Fermilab 630.840.6509
yocum@fnal.gov, http://fermigrid.fnal.gov
Fermilab. Just zeros and ones.
________________________________________________________________________________
| Subject: | Re: Interesting Altimeter [was: Re: skid ball] |
| From: | "K5YAC" <hangar10(at)cox.net> |
Look at the photo again... there is another triangle (pointer) on the inside ring
(just to the right of zero). Also, on the inside of the altitude markings
(0, 5, 10, 15) there are other markings that read 20, 25, 30, 35 respectively.
Those might have something to do with the barometric pressure, right? I mean,
they are in the right range... perhaps the outer is an incremental measurement?
What a cool instrument.
--------
Mark - working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258690#258690
________________________________________________________________________________
| From: | "Gene & Tammy" <zharvey(at)bentoncountycable.net> |
| Subject: | Re: Tapered shaft Dimensions? |
The best place I've found for small Continental parts with the best price,
is Woody Herman. 715-967-2119 or 1-800-279-3168 He travels a lot so if he
doesn't answer, leave a msg and he will get back with you. He checks his
msg often.
Gene in Tennessee
N502R
----- Original Message -----
From: "TOPGUN" <rmdinfo(at)lakefield.net>
Sent: Wednesday, August 19, 2009 9:44 AM
Subject: Pietenpol-List: Tapered shaft Dimensions?
>
> Hi all,
>
> I attached a file showing the generic Continental tapered crank end
> (sae0), does anyone have the dimensions I have called out?
> Also, do you have or know where I can buy the std prop hub, nut sleeve and
> key for one of these engines?
>
> Thanks !!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=258667#258667
>
>
> Attachments:
>
> http://forums.matronics.com//files/prop_extension_layout_142.pdf
>
>
--------------------------------------------------------------------------------
Checked by AVG - www.avg.com
06:03:00
________________________________________________________________________________
| From: | "BYD" <byd(at)att.net> |
> Just where does one find one ball bearing?
Gary,
All items, except the baby oil were obtained from ACE Aeromotive (ACE Hardware).
The ball bearing was in the section of fasteners where there are rows of drawers
with screws, bolts, springs and such. Get the plastic tube first and then pick
a bearing size that fits well and a couple of short bolts that lightly thread
into the ends. A small piece of brass is all thats needed but if you cant
find any, look for a door kick-plate itll give your shop a supply of brass for
many projects.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258702#258702
________________________________________________________________________________
| Subject: | Re: Interesting Altimeter [was: Re: skid ball] |
| From: | "K5YAC" <hangar10(at)cox.net> |
Ahhh, good point Ryan. I didn't even think to consider where the darn pointers
were actually pointing. Real attention to detail, eh? Somebody batter help
me keep an eye on my build. [Rolling Eyes]
--------
Mark - working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258703#258703
________________________________________________________________________________
| Subject: | Re: Interesting Altimeter [was: Re: skid ball] |
| From: | "Bill Church" <eng(at)canadianrogers.com> |
I don't have the real answer you're looking for, but I'm pretty darn
sure that the 20, 25, 30, 35 markings are for thousands of feet, after
the indicator has made a full revolution (20,000 ft per revolution). The
0, 5, 10, 15 are for the first revolution, and 20, 25, 30, 35 are for
the second revolution. Not likely to be very relevant for a Piet.
It may be that this altimeter is the old style where you don't need t
know the barometric pressure, just the elevation you're at. Turn the
adjustment knob until the altimeter reads the correct altitude and
you're ready to go. But that doesn't explain what the little triangle
markings are for.
Bill C
________________________________________________________________________________
| Subject: | Re: Tapered shaft Dimensions? |
| From: | "TOPGUN" <rmdinfo(at)lakefield.net> |
Thanks, i'll give him a call.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258705#258705
________________________________________________________________________________
| From: | jb.spiegel(at)us.schneider-electric.com |
Possibly a Kollsman Altimeter built for the US Army, prior to the
implementation of the Kollsman window. Possibly assembled by Square D
Company.
Jake
Dan Yocum
Sent by: owner-pietenpol-list-server(at)matronics.com
08/19/2009 11:05 AM
Please respond to
pietenpol-list(at)matronics.com
To
pietenpol-list(at)matronics.com
cc
Subject
Interesting Altimeter [was: Re: Pietenpol-List: Re: skid ball]
Speaking of interesting instruments, N8031 has an altimeter I've never
seen before. Here's a picture of it (click on the image for high
resolution version):
http://5n429glenoak.homelinux.net/gallery/N8031/img_2521
It doesn't have the typical window that displays the barometric
pressure, but it does have a little tiny triangle that runs around on
the outside edge of the graduations (it's right about the word "of feet"
sitting at the 45' altitude mark).
I've verified that this triangle moves around the perimeter based on
differing barometric pressure, but I'll be darned if it makes any sense.
Does anyone know how this works?
Thanks,
Dan
--
Dan Yocum
Fermilab 630.840.6509
yocum@fnal.gov, http://fermigrid.fnal.gov
Fermilab. Just zeros and ones.
________________________________________________________________________
This email has been scanned for SPAM content and Viruses by the MessageL
abs Email Security System.
________________________________________________________________________
________________________________________________________________________________
| Subject: | Re: Tapered shaft Dimensions? |
| From: | "TOPGUN" <rmdinfo(at)lakefield.net> |
Thanks, i'll give him a call.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258709#258709
________________________________________________________________________________
| From: | Ben Charvet <bcharvet(at)bellsouth.net> |
| Subject: | Re: Tapered shaft Dimensions? |
I bought one from e-bay a few years ago that I'm not using. Back then
they were running around $200 used. Recently I've seen them for less.
You can get a new one from Fresno Airparts for $495 last time I looked..
Ben
TOPGUN wrote:
>
> Hi all,
>
> I attached a file showing the generic Continental tapered crank end (sae0), does
anyone have the dimensions I have called out?
> Also, do you have or know where I can buy the std prop hub, nut sleeve and key
for one of these engines?
>
> Thanks !!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=258667#258667
>
>
> Attachments:
>
> http://forums.matronics.com//files/prop_extension_layout_142.pdf
>
>
>
________________________________________________________________________________
| Subject: | Re: Pieti Lowell speaks! |
| From: | Mark Roberts <mark.rbrts1(at)gmail.com> |
Hey Jeff! Thanks for taking the time to post this... I've been waiting
eagerly to watch!
Mark
On Tue, Aug 18, 2009 at 7:46 PM, wrote:
> Jeff
>
> Thanks I really appreciate your recording that talk. I wish I had sat in on
> that.
>
> Thanks again
>
> John
>
> In a message dated 8/18/2009 9:43:05 P.M. Eastern Daylight Time,
> jboatri(at)emory.edu writes:
>
> Links are to the seminar where Pieti Lowell (Frank) chats about his
> experiments with Pietenpols. Included are discussions of the Riblett
> airoils, fuel injection of a Ford Model B engine, and other performance
> tweaks. Video in five parts. Note that I missed about the first minute -
> sorry! - plus, the flies were terrible, so you'll see the video bounce
> around a lot as I finally lose it a couple of times and swat at them.
>
> http://www.youtube.com/watch?v=unvGPeYrc3o
>
> http://www.youtube.com/watch?v=KHHnzw1V5FY
>
> http://www.youtube.com/watch?v=hYJ1QchJCeM
>
> http://www.youtube.com/watch?v=nLTDTEyhpGE
>
> http://www.youtube.com/watch?v=MNJI19K3POU
>
> --
>
>
> Jeff Boatright
> "Now let's think about this..."
>
> *
>
> ===================================
> t href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.matronics.com/Navigator?Pietenpol-List
> ====================================ms.matronics.com/">http://forums.matronics.com
> ===================================
> tp://www.matronics.com/contribution">http://www.matronics.com/contribution
> ===================================
> *
>
>
> ------------------------------
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | Jim Markle <jim_markle(at)mindspring.com> |
| Subject: | Re: Pieti Lowell speaks! |
totally agree!! I was really irked at myself for missing one of the only "events"
I had wanted to sit through!
Thanks Jeff.
JM
From: Mark Roberts
Sent: Aug 19, 2009 7:39 PM
Subject: Re: Pietenpol-List: Pieti Lowell speaks!
Hey Jeff! Thanks for taking the time to post this... I've been waiting eagerly
to watch!
Mark
________________________________________________________________________________
| From: | Darrel Jones <wd6bor(at)vom.com> |
| Subject: | Re: TGWP on Encore |
Terry Williams wrote:
> <7ecapilot(at)comcast.net>
>
> Dark Blue World is excellent!
>
> http://www.sonyclassics.com/darkblueworld/index-withflash.html
>
> O.K. So, this has turned from "I hate that movie and George Peppard
> (The A-Team pilot notwithstanding)" to "I love that movie."
>
> So, here is my list of those I thought were pretty cool (in no
> particular order):
Thanks Terry for the great flying movie list! The one I forgot to put on
my list, even though it's a bit corny by today's standards is "Wings".
Made in 1927, it is a silent film and won the first Academy Award for
Best Picture. Clara Bow, the "It Girl", Richard Arlen and Buddy Rogers.
Lots of real World War I airplanes flying with a real Fokker D.VII crash.
I've got it on tape but haven't seen it come up on DVD on Netflix. Maybe
if we all start asking they will get it.
Darrel Jones
Sonoma, CA
________________________________________________________________________________
| From: | Jeff Boatright <jboatri(at)emory.edu> |
| Subject: | Re: Pieti Lowell speaks! |
My pleasure. BTW, the filming gets better after the first couple of
minutes. I arrived late and was squirming around to figure out a way
to support the camera know that the talk was scheduled for an hour.
>
>
>totally agree!! I was really irked at myself for missing one of the
>only "events" I had wanted to sit through!
>
>Thanks Jeff.
>JM
>
>
>From: Mark Roberts
>
>Sent: Aug 19, 2009 7:39 PM
>
>Subject: Re: Pietenpol-List: Pieti Lowell speaks!
>
>Hey Jeff! Thanks for taking the time to post this... I've been
>waiting eagerly to watch!
>
>Mark
>
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
Cool! Thanks, BYD. I'm all over it...
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down)
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of BYD
Sent: Wednesday, August 19, 2009 10:19 AM
Subject: Pietenpol-List: Re: skid ball
> Just where does one find one ball bearing?
Gary,
All items, except the baby oil were obtained from ACE Aeromotive (ACE Hardware).
The ball bearing was in the section of fasteners where there are rows of drawers
with screws, bolts, springs and such. Get the plastic tube first and then pick
a bearing size that fits well and a couple of short bolts that lightly thread
into the ends. A small piece of brass is all thats needed but if you cant
find any, look for a door kick-plate itll give your shop a supply of brass for
many projects.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258702#258702
________________________________________________________________________________
| Subject: | Re: Pieti Lowell speaks! |
| From: | Mark Roberts <mark.rbrts1(at)gmail.com> |
I just finished all 5 videos, and I loved what I was able to glean from the
talk. I am 6'4" and 245 lbs (or as my flight instructor would say when doing
weight and balance figures "Yeah, but what do you weigh with all your
clothes ON!"... OK 255 lbs all up weight...) and have been concerned with
the 'unknown' of the 612. It almost sounds like if you want an even better
lifting wing, Lowell suggests the 613.5.
Decisions Decisions...
Thanks again Jeff!
Mark
On Wed, Aug 19, 2009 at 6:45 PM, Jeff Boatright wrote:
>
> My pleasure. BTW, the filming gets better after the first couple of
> minutes. I arrived late and was squirming around to figure out a way to
> support the camera know that the talk was scheduled for an hour.
>
>
>> jim_markle(at)mindspring.com>
>>
>>
>> totally agree!! I was really irked at myself for missing one of the only
>> "events" I had wanted to sit through!
>>
>> Thanks Jeff.
>> JM
>>
>>
>>
>>
>> From: Mark Roberts
>>
>> Sent: Aug 19, 2009 7:39 PM
>>
>> Subject: Re: Pietenpol-List: Pieti Lowell speaks!
>>
>> Hey Jeff! Thanks for taking the time to post this... I've been waiting
>> eagerly to watch!
>>
>> Mark
>>
>>
>
>
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
| Subject: | Re: TGWP on Encore |
GUYS!!! I CAN'T BELIEVE YOU ALL LEFT OUT "DAWN PATROL!!!" WHAT AMERICAN
COULD FORGET ERROL FLYNN?
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Darrel Jones
Sent: Wednesday, August 19, 2009 5:46 PM
Subject: Re: Pietenpol-List: Re: TGWP on Encore
Terry Williams wrote:
> <7ecapilot(at)comcast.net>
>
> Dark Blue World is excellent!
>
> http://www.sonyclassics.com/darkblueworld/index-withflash.html
>
> O.K. So, this has turned from "I hate that movie and George Peppard
> (The A-Team pilot notwithstanding)" to "I love that movie."
>
> So, here is my list of those I thought were pretty cool (in no
> particular order):
Thanks Terry for the great flying movie list! The one I forgot to put on
my list, even though it's a bit corny by today's standards is "Wings".
Made in 1927, it is a silent film and won the first Academy Award for
Best Picture. Clara Bow, the "It Girl", Richard Arlen and Buddy Rogers.
Lots of real World War I airplanes flying with a real Fokker D.VII crash.
I've got it on tape but haven't seen it come up on DVD on Netflix. Maybe
if we all start asking they will get it.
Darrel Jones
Sonoma, CA
________________________________________________________________________________
| From: | Ameet Savant <ameetsavant(at)yahoo.com> |
Hello.
I've been studying and analytically comparing airfoils for the Piet. My main focus
was to select the best airfoil for my requirements, however it started becoming
evident that it is really not going to matter much which airfoil is selected.
Sure, the airfoils have different characteristics but for the flight envelope
of the Piet they are not going to matter much. This claim is yet to be substantiated.
I've yet to consolidate all the data and draw conclusions, but felt the need to
speak up after seeing the Lowell talks. (Thanks Jeff for recording them!). I
maybe one of those people Lowell refers to on the Internet with "bad answers"
but I will have data to support my conclusions when I am ready to publish it and
people on this list are welcome to poke holes in it.
I just don't agree that the Riblett 613.5 "lifts" better than the FC-10 (original
Piet arifoil). For that matter it does not even lift better than its sibling
the 612.
Please see the attached graph. The red line is the original Piet airfoil, also
called the FC-10 and the yellow and orange lines are the Riblett duo. Here is
the comparison:
1) I don't know what the angle of incidence is on the Piet, but I think I read
2 degrees some place. Assuming it is 2 degrees, you can clearly see the red line
is higher than the others (see in the upper group). That means the FC-10 has
a higher Cl in cruise. For that matter the FC-10 provides a higher Cl all the
way until it stalls.
2) The FC-10 stalls much earlier than the Ribletts. FC-10 stalls at 16 degrees
while the Ribletts are happily lifting just past 20 degrees.
3) The Ribletts also have a gentler stall than the FC-10. Look at the have relatively
sharp the FC-10 falls past its stall.
4) Now focus your attention on the lower group of lines, where the FC-10 does consistently
poorly is the Coefficient of Moment (Cm) it has a higher Cm through
out the series of angles of attack. It only gets worse after about 8 degrees.
What that means is the tail is applying a larger downward force (hence flying
inefficiently) in the case of the FC-10.
What does this all mean? Well it means you have choices and all depends on what
you want to do. Clearly people of demonstrated that the Piet flies on both airfoils
and in reality it will fly well on a hundred different airfoils but for
a given airfoil it will have slightly different characteristics. Here is what
I think are the subjective differences between the FC-10 and the Riblett duo:
1) FC-10 gives you higher lift, marginally higher drag, slightly worse stall characteristics
(not dangerous by any means), lower stall speed, lighter in construction
(spar height is smaller), no deviations from the plans
2) 612/613.5 give you gentler stall chracteristics, lower drag and higher speed.
I look at my results and considering that the Piet is a highly draggy, slow flying
airplane, what does higher speed really mean? I don't know the quantitative
answer (yet) but one can guess... not much. Do I care about the marginally better
stall characteristics... well... there are tens if not hundreds of FC-10
Piets flying. So what is the point of deviating from the plans and extending
my construction timeline and potentially adding more weight to the airplane?
I haven't made my choice yet, but I am convinced that the Riblett has nothing to
offer to my mission. I am looking at other airfoils too. I am hoping to prove
that deviating from the plans is not worth it, but I am gonna let the data talk
for itself.
Thanks
Ameet
PS- The polars were generated in Xfoil for viscous analysis at Re=4.2e6 and Mach=0.12
(little less than 100 mph)
________________________________________________________________________________
| From: | Jeff Boatright <jboatri(at)emory.edu> |
| Subject: | Re: Pieti Lowell speaks! |
Yep, Lowell does suggest a 613.5 for heavy lifting. Note, though,
that he also makes the point that the 612 looks like the Pietenpol
airfoil, at least from a distance. He says the 613.5 does not because
(if memory serves) it has a really rounded leading edge and no
undercamber at all.
>I just finished all 5 videos, and I loved what I was able to glean
>from the talk. I am 6'4" and 245 lbs (or as my flight instructor
>would say when doing weight and balance figures "Yeah, but what do
>you weigh with all your clothes ON!"... OK 255 lbs all up weight...)
>and have been concerned with the 'unknown' of the 612. It almost
>sounds like if you want an even better lifting wing, Lowell suggests
>the 613.5.
>
>Decisions Decisions...
>
>Thanks again Jeff!
>
>Mark
>
>On Wed, Aug 19, 2009 at 6:45 PM, Jeff Boatright
><jboatri(at)emory.edu> wrote:
>
><jboatri(at)emory.edu>
>
>My pleasure. BTW, the filming gets better after the first couple of
>minutes. I arrived late and was squirming around to figure out a way
>to support the camera know that the talk was scheduled for an hour.
>
>
><jim_markle(at)mindspring.com>
>
>
>totally agree!! I was really irked at myself for missing one of the
>only "events" I had wanted to sit through!
>
>Thanks Jeff.
>JM
>
>
>From: Mark Roberts
>
>Sent: Aug 19, 2009 7:39 PM
>
>Subject: Re: Pietenpol-List: Pieti Lowell speaks!
>
>Hey Jeff! Thanks for taking the time to post this... I've been
>waiting eagerly to watch!
>
>Mark
>
--
---
Jeffrey H. Boatright, Ph.D.
Associate Professor of Ophthalmology
Emory University School of Medicine
Editor-in-Chief
Molecular Vision
________________________________________________________________________________
| From: | "Jack Phillips" <pietflyr(at)bellsouth.net> |
Good information Ameet. However I have to differ with the conclusion that
the Pietenpol horizontal tail is providing a large amount of downforce. I
have about about 1 of decalage in my Piet, with a 2 incidence on the wing,
and still hold a bit of down elevator in flight. Look at a picture of just
about any Pietenpol in flight and you will notice they are holding some down
elevator, generating uplift on the tail.
Jack Phillips
NX899JP
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Ameet Savant
Sent: Thursday, August 20, 2009 7:44 AM
Subject: Pietenpol-List: Airfoils
Hello.
I've been studying and analytically comparing airfoils for the Piet. My main
focus was to select the best airfoil for my requirements, however it started
becoming evident that it is really not going to matter much which airfoil is
selected. Sure, the airfoils have different characteristics but for the
flight envelope of the Piet they are not going to matter much. This claim is
yet to be substantiated.
I've yet to consolidate all the data and draw conclusions, but felt the need
to speak up after seeing the Lowell talks. (Thanks Jeff for recording
them!). I maybe one of those people Lowell refers to on the Internet with
"bad answers" but I will have data to support my conclusions when I am ready
to publish it and people on this list are welcome to poke holes in it.
I just don't agree that the Riblett 613.5 "lifts" better than the FC-10
(original Piet arifoil). For that matter it does not even lift better than
its sibling the 612.
Please see the attached graph. The red line is the original Piet airfoil,
also called the FC-10 and the yellow and orange lines are the Riblett duo.
Here is the comparison:
1) I don't know what the angle of incidence is on the Piet, but I think I
read 2 degrees some place. Assuming it is 2 degrees, you can clearly see the
red line is higher than the others (see in the upper group). That means the
FC-10 has a higher Cl in cruise. For that matter the FC-10 provides a higher
Cl all the way until it stalls.
2) The FC-10 stalls much earlier than the Ribletts. FC-10 stalls at 16
degrees while the Ribletts are happily lifting just past 20 degrees.
3) The Ribletts also have a gentler stall than the FC-10. Look at the have
relatively sharp the FC-10 falls past its stall.
4) Now focus your attention on the lower group of lines, where the FC-10
does consistently poorly is the Coefficient of Moment (Cm) it has a higher
Cm through out the series of angles of attack. It only gets worse after
about 8 degrees. What that means is the tail is applying a larger downward
force (hence flying inefficiently) in the case of the FC-10.
What does this all mean? Well it means you have choices and all depends on
what you want to do. Clearly people of demonstrated that the Piet flies on
both airfoils and in reality it will fly well on a hundred different
airfoils but for a given airfoil it will have slightly different
characteristics. Here is what I think are the subjective differences between
the FC-10 and the Riblett duo:
1) FC-10 gives you higher lift, marginally higher drag, slightly worse stall
characteristics (not dangerous by any means), lower stall speed, lighter in
construction (spar height is smaller), no deviations from the plans
2) 612/613.5 give you gentler stall chracteristics, lower drag and higher
speed.
I look at my results and considering that the Piet is a highly draggy, slow
flying airplane, what does higher speed really mean? I don't know the
quantitative answer (yet) but one can guess... not much. Do I care about the
marginally better stall characteristics... well... there are tens if not
hundreds of FC-10 Piets flying. So what is the point of deviating from the
plans and extending my construction timeline and potentially adding more
weight to the airplane?
I haven't made my choice yet, but I am convinced that the Riblett has
nothing to offer to my mission. I am looking at other airfoils too. I am
hoping to prove that deviating from the plans is not worth it, but I am
gonna let the data talk for itself.
Thanks
Ameet
PS- The polars were generated in Xfoil for viscous analysis at Re=4.2e6 and
Mach=0.12 (little less than 100 mph)
________________________________________________________________________________
| From: | Ameet Savant <ameetsavant(at)yahoo.com> |
Interesting. The airfoils considered clearly have a negative Cm which means the
moment is trying to nose down and the corrective action for the tail should be
elevator up (i.e. bring the nose up). According to Jack, in practice that does
not happen. In fact Piets fly with elevator down. I don't know the reason for
that unless the entire airplane is analyzed.
However, it is not very important from a airfoil comparison point. All else being
equal the FC-10 will require more down force on the tail than the Ribletts.
Maybe Mr Pietenpol designed the airplane to negate the down force and did such
a good job that a slight lift is needed instead! :)
Thanks for the contribution Jack. I would love to analyze the whole design and
have data substantiated answers for such observed behavior.
Ameet
--- On Thu, 8/20/09, Jack Phillips wrote:
> From: Jack Phillips <pietflyr(at)bellsouth.net>
> Subject: RE: Pietenpol-List: Airfoils
> To: pietenpol-list(at)matronics.com
> Date: Thursday, August 20, 2009, 7:22 AM
> --> Pietenpol-List message posted
> by: "Jack Phillips"
>
> Good information Ameet. However I have to differ with
> the conclusion that
> the Pietenpol horizontal tail is providing a large amount
> of downforce. I
> have about about 1 of decalage in my Piet, with a 2
> incidence on the wing,
> and still hold a bit of down elevator in flight. Look
> at a picture of just
> about any Pietenpol in flight and you will notice they are
> holding some down
> elevator, generating uplift on the tail.
>
> Jack Phillips
> NX899JP
>
________________________________________________________________________________
| From: | Oscar Zuniga <taildrags(at)hotmail.com> |
| Subject: | Tapered shaft Dimensions? |
Let me know if you didn't get the information you needed
on the tapered shaft and a hub for it. I may have a lead
on a tapered shaft hub that a guy has, and can probably
also get the dimensions from the tech literature.
There is an excellent step-by-step pictorial on working
with the tapered shaft hub, on one of the Cub webpages. It
includes how to make two simple tools that will help
when you're removing and installing your hub. I can
find that webpage again but even if not, I printed it
out and have it at home too.
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| From: | "mike" <bike.mike(at)comcast.net> |
I would like to add to Jack's discussion of Ameet's analysis.
Ameet has done some good work in quantifying the FC-10.
However, Ameet says that the FC-10 has a higher Cl in cruise conditions. If
two airplanes, one with an FC-10 and the other with a Riblett 612, weigh the
same, have the same wing area, and are flying at the same airspeed, they
will have the same Cl, by definition. They may have differing AoAs and
their fuselage attitudes may differ, but the Cl has to be the same.
If an airplane is statically stable, down-force is always required at the
tail. (No talk here about Rutan's funny plastic airplanes from the '80s
that flew backwards or Jack Phillips' computer-controlled F-16.)
The position of a Piet elevator in flight, slightly trailing edge down, may
not be to produce lift but to reduce down-force. If there is a large amount
of wing downwash at the horizontal, the horizontal may be flying at a
relatively large negative AoA. Nose-down elevator (TE down) may be what is
required to prevent too much down-force (negative lift).
I think we all understand that minimum drag was not what was on BHP's mind
in building his airplanes. The trailing-edge-down position of elevator in
flight, in addition to producing lift or reducing down-force, causes some
drag relative to an elevator aligned with the horizontal. Trying to balance
an airplane so that the tail becomes a positively lifting surface produces
static instability that is not desirable.
Ameet also said that the FC-10 produces a lower stall speed. By Ameet's
computer analysis, this is true. However, experience has shown that the
FC-10 stalls out at a Cl of about 1.3 where the Ribletts get to about 1.6.
Again, if wing area and weight are the same, the higher Cl allows a lower
airspeed. Thus the Riblett airfoils have a slower stall speed.
In selecting an airfoil, keep in mind that all surfaces, barn doors and
rough-sawn logs included, can produce lift.
All airfoils have about the same slope of the Cl/AoA curve at Cls lower than
stall.
The main differences in airfoils lie in the amount of drag that is produced
for a given amount of lift, the moment coefficients at various conditions,
stalling characteristics and the ability to build strong enough for flight.
(A sheet of paper makes a fine airfoil but isn't very strong.)
Ameet said that the FC-10 is lighter because the spar height is smaller.
That is counter-intuitive. A higher spar height means that, for the same
strength, a spar can be made lighter, making the Ribletts a better choice
for structural weight.
However, Ameet's last two paragraphs say everything. There are indeed
hundreds of beautifully flying Piets with FC-10 airfoils. Eighty years of
experience is a great indicator of success. Or, as my professors used to
say: "Data trumps theory, every time."
Mike Hardaway
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Ameet Savant
Sent: Thursday, August 20, 2009 5:53 AM
Subject: RE: Pietenpol-List: Airfoils
-->
Interesting. The airfoils considered clearly have a negative Cm which means
the moment is trying to nose down and the corrective action for the tail
should be elevator up (i.e. bring the nose up). According to Jack, in
practice that does not happen. In fact Piets fly with elevator down. I don't
know the reason for that unless the entire airplane is analyzed.
However, it is not very important from a airfoil comparison point. All else
being equal the FC-10 will require more down force on the tail than the
Ribletts.
Maybe Mr Pietenpol designed the airplane to negate the down force and did
such a good job that a slight lift is needed instead! :)
Thanks for the contribution Jack. I would love to analyze the whole design
and have data substantiated answers for such observed behavior.
Ameet
--- On Thu, 8/20/09, Jack Phillips wrote:
> From: Jack Phillips <pietflyr(at)bellsouth.net>
> Subject: RE: Pietenpol-List: Airfoils
> To: pietenpol-list(at)matronics.com
> Date: Thursday, August 20, 2009, 7:22 AM
> --> Pietenpol-List message posted
> by: "Jack Phillips"
>
> Good information Ameet. However I have to differ with the conclusion
> that the Pietenpol horizontal tail is providing a large amount of
> downforce. I have about about 1 of decalage in my Piet, with a 2
> incidence on the wing, and still hold a bit of down elevator in
> flight. Look at a picture of just about any Pietenpol in flight and
> you will notice they are holding some down elevator, generating uplift
> on the tail.
>
> Jack Phillips
> NX899JP
>
________________________________________________________________________________
| From: | Tim Willis <timothywillis(at)earthlink.net> |
Ameet,
Thanks for running this analysis and posting for discussion.
If this analysis accurately predicts actual field data, I am really disappointed
in what it tells us about LIFT. I have been hoping to have some fat guy like
me, using a Riblett, tell us how much he has lifted safely on a 90F degree day
and what climb rate he could maintain. In fact, I have "penciled in" a Riblett
613.5 wing in my future plans, after I FINISH THIS ONE.
I am surprised at your data, but let's say that they speak for themselves, insofar
as any such analyses can go. No one has tested a Riblett or an FC10 in a
wind tunnel, after all. As such, your data and conclusions bear out your point
that most any airfoil will do, and if so, why not stick to Pietenpol purity?
Let me play devil's advocate.
As far as I know, Lowell is the only fellow who has changed airfoils and left the
engine and plane the same. That's as close as you can get to science, changing
one variable at a time. What might be lacking in his trials is a rigorous
"lab book" approach, recording all empirical data, incl. atmospheric conditions,
with enhanced instrumentation, etc. However, Lowell has experience that
says he is going faster with a 2412 and a Riblett than with a BP FC10. I think
you agree.
You and he also agree that with a Riblett you get a gentler stall in moderate angles
(e.g., in low power in flare) and stall at higher angles (with power, in
a climb). Many might not want to go much faster in a Piet, but many have said
the stall characteristics of the FC10 in landing are problematic, demanding
darned good piloting.
When I first talked with Lowell about this three years ago, I went away convinced
that except for Pietenpol purity, there were no downsides, only positives for
the Ribletts over the FC10.
So, is there another downside with a Riblett?
I believe that Lowell and you might differ on climb rates?
As far as other negatives you have mentioned:
-- Unless you have already built your FC10 ribs, it takes no longer to build Riblett
ribs.
-- Several Riblett advocates are using only spacers at the top of the BP standard
spar, not a taller, heavier spar itself.
Regarding speed and drag on a draggy Piet, your argument is accurate and useful.
A Piet will never be fast. Let me flip the arument on its head, though. There
is nothing on a Piet, or maybe any airplane, draggier than its wings... no
lift, no drag... on any plane. On a Piet, with 140 or more square feet of surface
at a 2 degree incidence, that is a lot of drag no matter what airfoil.
However, a builder would likely reduce drag more by changing the airfoil, given
the wing's large surface area, than employing all speed tricks combined on
the rest of the plane-- e.g., using streamline tubing, wheel pants, misc. fairings,
canted nosebowls, smooth cowls, and smooth windshields, lowering the seat,
no turnbuckles in spots, etc.
Interestingly enough, no one is trying to use the Taylorcraft's airfoil, which
is more streamlined (laminar) than the Riblett, for while you likely get even
more speed, you also get a landing flare experience similar to the FC10-- whump,
there it is!
Going 10 mph faster around the patch is no big deal. Getting to Brodhead from
a long way off (CA, TX, NC, for instance), that added 10 mph and maybe better
range (< gph) between stops is a valid enhancement to lower seat time and perhaps
beat some weather enroute. And as for me, I know it's silly, but I'd like
to think I am getting to Brodhead faster in my Piet in 2011, let's say, than
I did in my 5600 pound Suburban in 2006 and 2008.
Most people I know who use or plan to use the Riblett want the improved stall in
landing flare. Period. Anything else is gravy. How much gravy is the question,
and why we have recurring debate.
Tim in central TX
-----Original Message-----
>From: Ameet Savant <ameetsavant(at)yahoo.com>
>Sent: Aug 20, 2009 7:44 AM
>To: pietenpol-list(at)matronics.com
>Subject: Pietenpol-List: Airfoils
>
>Hello.
>
>I've been studying and analytically comparing airfoils for the Piet. My main focus
was to select the best airfoil for my requirements, however it started becoming
evident that it is really not going to matter much which airfoil is selected.
Sure, the airfoils have different characteristics but for the flight envelope
of the Piet they are not going to matter much. This claim is yet to be
substantiated.
>
>I've yet to consolidate all the data and draw conclusions, but felt the need to
speak up after seeing the Lowell talks. (Thanks Jeff for recording them!). I
maybe one of those people Lowell refers to on the Internet with "bad answers"
but I will have data to support my conclusions when I am ready to publish it
and people on this list are welcome to poke holes in it.
>
>I just don't agree that the Riblett 613.5 "lifts" better than the FC-10 (original
Piet arifoil). For that matter it does not even lift better than its sibling
the 612.
>
>Please see the attached graph. The red line is the original Piet airfoil, also
called the FC-10 and the yellow and orange lines are the Riblett duo. Here is
the comparison:
>
>1) I don't know what the angle of incidence is on the Piet, but I think I read
2 degrees some place. Assuming it is 2 degrees, you can clearly see the red line
is higher than the others (see in the upper group). That means the FC-10 has
a higher Cl in cruise. For that matter the FC-10 provides a higher Cl all the
way until it stalls.
>
>2) The FC-10 stalls much earlier than the Ribletts. FC-10 stalls at 16 degrees
while the Ribletts are happily lifting just past 20 degrees.
>
>3) The Ribletts also have a gentler stall than the FC-10. Look at the have relatively
sharp the FC-10 falls past its stall.
>
>4) Now focus your attention on the lower group of lines, where the FC-10 does
consistently poorly is the Coefficient of Moment (Cm) it has a higher Cm through
out the series of angles of attack. It only gets worse after about 8 degrees.
What that means is the tail is applying a larger downward force (hence flying
inefficiently) in the case of the FC-10.
>
>What does this all mean? Well it means you have choices and all depends on what
you want to do. Clearly people of demonstrated that the Piet flies on both airfoils
and in reality it will fly well on a hundred different airfoils but for
a given airfoil it will have slightly different characteristics. Here is what
I think are the subjective differences between the FC-10 and the Riblett duo:
>
>1) FC-10 gives you higher lift, marginally higher drag, slightly worse stall characteristics
(not dangerous by any means), lower stall speed, lighter in construction
(spar height is smaller), no deviations from the plans
>
>2) 612/613.5 give you gentler stall chracteristics, lower drag and higher speed.
>
>I look at my results and considering that the Piet is a highly draggy, slow flying
airplane, what does higher speed really mean? I don't know the quantitative
answer (yet) but one can guess... not much. Do I care about the marginally
better stall characteristics... well... there are tens if not hundreds of FC-10
Piets flying. So what is the point of deviating from the plans and extending
my construction timeline and potentially adding more weight to the airplane?
>
>I haven't made my choice yet, but I am convinced that the Riblett has nothing
to offer to my mission. I am looking at other airfoils too. I am hoping to prove
that deviating from the plans is not worth it, but I am gonna let the data
talk for itself.
>
>Thanks
>Ameet
>
>PS- The polars were generated in Xfoil for viscous analysis at Re=4.2e6 and Mach=0.12
(little less than 100 mph)
>
>
>
________________________________________________________________________________
| From: | Jeff Boatright <jboatri(at)emory.edu> |
Good points, Mike. I do a lot of theorizing AND hypothesis testing
for a living, so I especially agree with:
> "Data trumps theory, every time."
>
>Mike Hardaway
>
But, even more important is: What is the question that is being
asked? Are we asking "Will the FC10 safely fly a Pietenpol?" or are
we asking "What are the differences in performance between the FC10
and the Riblett 612 or 613.5?"
I would say that we definitively know the answer to the first
question. We have one dataset that addresses the second question. I
say, kudos to the guy who asked and tested the second question AND is
making his experiences available to us. Thanks, Lowell! Hopefully
others will continue experimenting and will share their experiences,
too.
As many have said, this is the best email list on the 'tubes'. We rock.
Jeff
--
Jeff Boatright
"Now let's think about this..."
________________________________________________________________________________
| From: | Ryan Mueller <rmueller23(at)gmail.com> |
Tim,
Regarding this statement:
You and he also agree that with a Riblett you get a gentler stall in
> moderate angles (e.g., in low power in flare) and stall at higher angles
> (with power, in a climb). Many might not want to go much faster in a Piet,
> but many have said the stall characteristics of the FC10 in landing are
> problematic, demanding darned good piloting.
>
Pietenpol stall characteristics are problematic, demanding darned good
piloting? The Pietenpol airfoil keeps inching closer and closer towards
becoming a feared widow-maker of an airfoil. How can that same airfoil
generate this opinion from Mike C. back in '98 (courtesty of the archives):
"The stall characteristics I have experienced in my 65 Continental powered
Air Camper have been very typical of the Cub/Champ stall- with the exception
that the Piet stalls at even a lower speed- in my case 30 mph. I put 3/8"
washout in the wingtips using adjustable rear fork ends- this allows the
ailerons to stall last which gives full control up to the break. Pietenpol
suggested doing this just like they do in Cubs and Champs. The worst problem
is left or right drop-off during the stall- I had this condition and neede
to tweak the rear struts until she fell straight ahead. My ribs are to the
plans and the covering is the light 1.7 oz dacron. This plane outclimbs any
Cub or Champ on the field by the time you get to the wires when alone, and
accordingly more sluggish with two adults and full fuel, but still
respectable. Try to build your wings straight and true and keep the
airframe light and you will get 1940's performance from a 1929 design!"
Now granted, that is one person's experience. Still, a Cub/Champ equivalent
stall, but even slower, is not that difficult to deal with. While the
Riblett may have theoretical advantages over the Piet, some which have been
proven by Lowell with his particular configuration, those are still small
improvements over something that already works very well to begin with; as
opposed to fixing something that was 'broken'.
I'm not trying to bash the Riblett, or those who are using it (Lowell) or
will be using it someday (everyone else :P). Just don't see the need to bash
the Piet airfoil; 80 years and going strong.
Have a good day,
Ryan
________________________________________________________________________________
| From: | Ameet Savant <ameetsavant(at)yahoo.com> |
Tim,
Excellent points and Summary. I have a few comments please see below:
You said:
> As far as I know, Lowell is the only fellow who has changed
> airfoils and left the engine and plane the same.
> That's as close as you can get to science, changing one
> variable at a time. What might be lacking in his
> trials is a rigorous "lab book" approach, recording all
> empirical data, incl. atmospheric conditions, with enhanced
> instrumentation, etc. However, Lowell has experience
> that says he is going faster with a 2412 and a Riblett than
> with a BP FC10. I think you agree.
I think I heard in the talks video that he also shortened the wing span. I am not
sure. That certainly will make a difference.
> You and he also agree that with a Riblett you get a gentler
> stall in moderate angles (e.g., in low power in flare) and
> stall at higher angles (with power, in a climb). Many
> might not want to go much faster in a Piet, but many have
> said the stall characteristics of the FC10 in landing are
> problematic, demanding darned good piloting.
I hadn't heard that, but then again, I haven't been around the Piet circle that
much. It is good to know. The Riblett certainly stalls beautifully.
> So, is there another downside with a Riblett?
>
> I believe that Lowell and you might differ on climb rates?
>
I am not certain about the climb rate as I haven't been looking at it. I think
the whole airplane has to be considered for climb performance. I don't think I've
ever seen climb rate as a characteristic of an airfoil alone. I guess the
short answer is- I don't know.
> As far as other negatives you have mentioned:
> -- Unless you have already built your FC10 ribs, it
> takes no longer to build Riblett ribs.
> -- Several Riblett advocates are using only spacers
> at the top of the BP standard spar, not a taller, heavier
> spar itself.
>
My point is spacers do weigh more than no spacers. Assuming, of course, the thickness
of the spar is unchanged.
> Interestingly enough, no one is trying to use the
> Taylorcraft's airfoil, which is more streamlined (laminar)
> than the Riblett, for while you likely get even more speed,
> you also get a landing flare experience similar to the
> FC10-- whump, there it is!
Actually, just for kicks I also compared the USA35B (airfoil used on the cub).
I figured a GN-1 is a Piet too :) and I can't remember the details, but it was
a very good airfoil for the Piet. (At least for my criteria). I am currently
looking at a less known airfoil called FZX-NG7. That thing is a probably the best
I've seen for the Piet but I will reserve my comments on that as I am sure
nobody is interested in "yet another airfoil". As I've said before, I am just
doing this to prove or disprove the existence of a better airfoil for the Piet.
> Most people I know who use or plan to use the Riblett want
> the improved stall in landing flare. Period.
> Anything else is gravy. How much gravy is the
> question, and why we have recurring debate.
That is an excellent point. Personally, I would prefer a lower landing speed over
a gentler stall. I believe the FC-10 will have a lower landing speed, but that
is yet to be determined. The gentler stall matters when you are higher up,
slow and turning.
Thanks!
Ameet
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | original Pietenpol wing air foil |
If rigged properly the Pietenpol stall either power off or power on is a no
n-event and easily recoverable from. Landing a Pietenpol
full stall is a non event either (unless you stall out 4 or 5 feet above th
e runway of course but in that case it wouldn't much matter
what you were flying-it would get ugly)
I don't have any experience flying behind a Riblett airfoil landing one but
Lowell Frank does and I'm sure his extensive testing could
describe the stall characteristics of that wing accordingly.
I say if you want to lift HEAVIER LOADS......make the wing LONGER. Simple
as that-no matter if you're using a Pietenpol or Riblett
airfoil.
Nothing beats more wing area for lifting. I would like to calculate the
difference in wing area between a stock Pietenpol wing
and a Cub and Champ. Cub and Champ wings are SIX feet longer than Pieten
pol wings and they easily lift two fat people like me
on warm days with a 65 hp motor with no problems.
If I had it to do over again I would add probably 4 feet of wing more.
Mike C.
________________________________________________________________________________
| From: | Tim Willis <timothywillis(at)earthlink.net> |
Ryan,
Good points. I'll let others debate their experiences in landing flares, etc.
I know several very experienced pilots have told me that they did not like how
"the bottom drops right out" on the landing flare, etc. That doesn't mean it's
dangerous, but it is problematic, in the same way that some people used to
say "the Taylorcraft pilot is the best one on the field," because of its sharp
stall in flare, and the fact that it was a taildragger, too. That's what I
meant to say, and perhaps did, but inartfully.
To back up your statement, Piets have been flying safely for 8 decades. One of
the videos from Brodhead this year showed one perfect landing after another.
>From another perspective, I think Mike Cuy has optimized the envelope. He has
reported the slowest stall speed of anyone, as borne out by discussions a few
months ago on this board. I think I recall he said a 28 mph stall speed? I
like your finding his post from 1998 explaining in part how he may have done it.
That little bit of washout, excellent rigging, plus building the plane very
light in the first place, have led him to excellent performance.
However, many have compared Piets to Cubs, known to be good fliers. So I am likely
guilty of exaggerating what should be a nuance. Sorry.
Thanks for the post and your good thoughts. Now I need to get out and glue something.
Tim in central TX
-----Original Message-----
From: Ryan Mueller
Sent: Aug 20, 2009 10:58 AM
Subject: Re: Pietenpol-List: Airfoils
Tim,
Regarding this statement:
You and he also agree that with a Riblett you get a gentler stall in moderate angles
(e.g., in low power in flare) and stall at higher angles (with power, in
a climb). Many might not want to go much faster in a Piet, but many have said
the stall characteristics of the FC10 in landing are problematic, demanding
darned good piloting.
Pietenpol stall characteristics are problematic, demanding darned good piloting?
The Pietenpol airfoil keeps inching closer and closer towards becoming a feared
widow-maker of an airfoil. How can that same airfoil generate this opinion
from Mike C. back in '98 (courtesty of the archives):
"The stall characteristics I have experienced in my 65 Continental powered Air
Camper have been very typical of the Cub/Champ stall- with the exception that
the Piet stalls at even a lower speed- in my case 30 mph. I put 3/8" washout in
the wingtips using adjustable rear fork ends- this allows the ailerons to stall
last which gives full control up to the break. Pietenpol suggested doing this
just like they do in Cubs and Champs. The worst problem is left or right drop-off
during the stall- I had this condition and neede to tweak the rear struts
until she fell straight ahead. My ribs are to the plans and the covering is
the light 1.7 oz dacron. This plane outclimbs any Cub or Champ on the field
by the time you get to the wires when alone, and accordingly more sluggish with
two adults and full fuel, but still respectable. Try to build your wings straight
and true and keep the airframe light and you will get 1940's performance
from a 1929 design!"
Now granted, that is one person's experience. Still, a Cub/Champ equivalent stall,
but even slower, is not that difficult to deal with. While the Riblett may
have theoretical advantages over the Piet, some which have been proven by Lowell
with his particular configuration, those are still small improvements over
something that already works very well to begin with; as opposed to fixing something
that was 'broken'.
I'm not trying to bash the Riblett, or those who are using it (Lowell) or will
be using it someday (everyone else :P). Just don't see the need to bash the Piet
airfoil; 80 years and going strong.
Have a good day,
Ryan
________________________________________________________________________________
| From: | Oscar Zuniga <taildrags(at)hotmail.com> |
| Subject: | tapered shaft hub |
Here's a link to the article I referred to in an
earlier email, with information and details on the
tapered shaft hub. Hope the link comes through OK
but if not, I'll just download the .pdf and upload it
back to the Matronics site:
http://www.vintageaircraft.net/featured/2005%20-%20Vol.%2033,%20No.%2003%20-%20Type%20Club%20Notes.pdf
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| From: | Ameet Savant <ameetsavant(at)yahoo.com> |
Mike,
I agree with you about the Cl being equal for all else except for AoA.
I have a few questions about your note. You said:
> Ameet also said that the FC-10 produces a lower stall
> speed. By Ameet's
> computer analysis, this is true. However, experience
> has shown that the
> FC-10 stalls out at a Cl of about 1.3 where the Ribletts
> get to about 1.6.
> Again, if wing area and weight are the same, the higher Cl
> allows a lower
> airspeed. Thus the Riblett airfoils have a slower
> stall speed.
I agree with you that higher Clmax means lower stalling speed. However, where are
these 1.3 and 1.6 values from? According to the graph I attached FC-10 has
a Clmax of 1.75 and the Ribletts have a Clmax of 1.6. As noted earlier they occur
at a different AoA, which could explains Lowell's experience that he can hang
his plane on the prop.
Then I have a construction question. You said:
> Ameet said that the FC-10 is lighter because the spar
> height is smaller.
> That is counter-intuitive. A higher spar height means
> that, for the same
> strength, a spar can be made lighter, making the Ribletts a
> better choice
> for structural weight.
If the thickness of the spar is kept same and only height added then the spar is
heavier than it was. Are you talking about reducing the spar thickness? If I
understand the builders using the 612 are not necessarily doing that. I think
your statement is true in general airplane design, mainly due to the anisotropic
nature of wood. But when a builder is making modifications to the wing for
a given design and trying to keep changes minimal the choice would be to keep
the thickness of the spar the same and compensate for the height difference in
airfoils by simply adding material in one dimension.
This discussion is great. I think it speaks to several levels. As builders, tinkerers
and experimenters it is good to have such discussions. Unfortunately, this
does not do much for one's project to be completed. :)
Thanks!
Ameet
________________________________________________________________________________
| Subject: | Re: tapered shaft hub |
| From: | "TOPGUN" <rmdinfo(at)lakefield.net> |
i got the link to work, thanks! helpful information.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258861#258861
________________________________________________________________________________
| Subject: | Re: Tapered shaft Dimensions? |
| From: | "TOPGUN" <rmdinfo(at)lakefield.net> |
There is one on ebay right now with 6 bids..........it's at 200 bucks right now.
Any more than that seems pricey to me.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258862#258862
________________________________________________________________________________
| From: | Doug Dever <chiefpepperhead(at)hotmail.com> |
| Subject: | original Pietenpol wing air foil |
I'm new to the list...at least new in writing. Been lurking for 6mo or so.
Figured most my questions will be answered sooner or later.
I would have to agree with Mike. The cubs especially the J3 lift the same
or more weight and do it quite well even on floats. all with the same hp.
But=2C with much more wing. The Tri-pacer which has the glide of a brick
on a good day and marginal performance on floats turns into a great perform
er with the same airfoil and more wing in the bushmaster conversion. Washo
ut would improve the stall=2C although in theory a hershy bar wing doesn't
need it as it naturally stalls at the root first. Even the Tri-pacer has a
n inch of washout. My question is would the spars handle another 1 foot of
wing outboard of the struts. I don't think anyone has any center of press
ure data on the piet airfoil. This would be necessary to figure out the ma
x load on each spar. short of building a wing a testing to destruction. E
ven then without Cp info how do you figure how to load it?
Most of my hours are on floats and have been toying with a piet on floats.
In the stock configuration the piet would be a marginal performer at best
and I've had my fill of those!
Any thoughts?
Doug Dever
_________________________________________________________________
Get back to school stuff for them and cashback for you.
http://www.bing.com/cashback?form=MSHYCB&publ=WLHMTAG&crea=TEXT_MSHYC
B_BackToSchool_Cashback_BTSCashback_1x1
________________________________________________________________________________
| Subject: | Re: original Pietenpol wing air foil |
| From: | "Jerry Dotson" <jdotson(at)erec.net> |
Yes sir. I ordered 2-16 foot spars for my one piece wing. I will get about 31 feet
span. Reading everyone talk about poor climb. Thinking to make the ailerons
longer too. What y'all think? I will also use my O-235 Lycoming and suffer the
weight penalty. My runway is 1300 feet so I need my Piet to get with it on
takeoff. My hangar(40X50) is supposed to be built next month...sure hope so. I
need the room to build. The picture is from Google Earth. That area photograph
was taken 4 years ago during a severe drought. The grass died in some large
spots.
--------
Jerry Dotson
59 Daniel Johnson Rd
Baker, FL 32531
Started building NX510JD July, 2009
using Lycoming O-235
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258873#258873
Attachments:
http://forums.matronics.com//files/a45_668.jpg
________________________________________________________________________________
| From: | Michael Perez <speedbrake(at)sbcglobal.net> |
I believe the research and testing of these and other air foils-is valid,
but for this particular airplane and what it is/was designed for, I am not
sure it matters too much. I am using the Riblett 612 because I like-the
POTENTIAL for an-increase in cruise speed. This may also equate to fuel s
avings and over the life of the plane may be significant.-- I say- PO
TENTIAL because of one major key factor...EVERYTHING ELSE!- Not too many
Pietenpols out there that are exactly the same so- no two, regardless if
they have the same airfoil, will perform alike. One plane my perform better
across the board with the 613 and another will be just as good with a stoc
k Pietenpol wing. With all the other variables, I am not sure it is worth l
aboring the airfoil choice as much as deciding some of the other plane comp
onents and changes.
________________________________________________________________________________
| From: | shad bell <aviatorbell(at)yahoo.com> |
| Subject: | Re: original Pietenpol wing air foil |
As far as wing loading, wingspan and simmilar performance (comparing seat o
f the pants feeling), the closest thing to a piet I have flown was a reed c
lipped wing cub.- The feel is very simmilar in landing.- The roll rate
of course was much faster than a piet, but climb was comparable, and sink r
ate about the same with the power off.
-
-
Don't know what this has to do with anything,
Shad=0A=0A=0A
________________________________________________________________________________
| From: | "Jack Phillips" <pietflyr(at)bellsouth.net> |
| Subject: | Re: Tapered shaft Dimensions? |
Be careful buying one on ebay. I bought one for $150 a few years ago and I
wouldn't let my ex-wife fly behind it. Any used prop-hub should be
magnafluxed. They were prone to cracking.
Jack Phillips
NX899JP
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOPGUN
Sent: Thursday, August 20, 2009 1:08 PM
Subject: Pietenpol-List: Re: Tapered shaft Dimensions?
There is one on ebay right now with 6 bids..........it's at 200 bucks right
now. Any more than that seems pricey to me.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258862#258862
________________________________________________________________________________
| From: | "Bill Church" <eng(at)canadianrogers.com> |
It has been done before:
http://www.airport-data.com/aircraft/photo/054956L.html
This one was apparently built in 1970, and was looking kind of rough in
the photo dated 1978.
>From the looks of the photo, this was not a stock Pietenpol (or maybe
not really even a Pietenpol at all).
Fuselage looks to be a GN-1, cabanes are different (not Piet and not
GN-1 either), does not look like a Pietenpol airfoil, rudder is
enlarged.
Don't know what engine was on it, but I'd bet it was more than an A-65.
Bill C.
________________________________________________________________________________
| From: | Doug Dever <chiefpepperhead(at)hotmail.com> |
I know it's been done a couple times. I don't think you could even begin
to call that one a piet though.
For Mike Cuy's info the J3 has 178sqft of wing as opposed to the piet at 14
0. Makes a big difference. That much wing would probably turn the piet in
to a giant kite. Have enough time in giant kites (aka ultralights) to know
that isn't fun in anything beyond a very light breeze
Doug Dever
_________________________________________________________________
Get back to school stuff for them and cashback for you.
http://www.bing.com/cashback?form=MSHYCB&publ=WLHMTAG&crea=TEXT_MSHYC
B_BackToSchool_Cashback_BTSCashback_1x1
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oXw9sb/TPCSWWpafLY3EV1ct5cjxtuV5nkUgozDo4HJzkHtgmGVG5//Z
________________________________________________________________________________
| Subject: | Re: original Pietenpol wing air foil |
| From: | "Don Emch" <EmchAir(at)aol.com> |
When built light, and generally to the plans the Piet really is a good climber
and a good all around flying airplane. I'm not out to get everyone charged up
on this subject... but, I built close to the plans, with the general exception
of the A-65, and I don't think I could be any happier with the plane. I guess
I'm just a big fan.
Keep that "Pietenpol Purist Bug Spray" away from me Mike Cuy!
Don Emch
NX899DE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258893#258893
________________________________________________________________________________
| From: | airlion <airlion(at)bellsouth.net> |
| Subject: | Re: original Pietenpol wing air foil |
Hey guys, with all this discussion about different airfoils, has anybody tried
vortex generetors? I have the BP wing and I don't want to spend the time to build
a new one. My piet is to the plans with a 3 ft. centersection. Not flying
yet, but will be soon. Gardiner Mason
----- Original Message ----
From: Don Emch <EmchAir(at)aol.com>
Sent: Thursday, August 20, 2009 5:28:18 PM
Subject: Pietenpol-List: Re: original Pietenpol wing air foil
When built light, and generally to the plans the Piet really is a good climber
and a good all around flying airplane. I'm not out to get everyone charged up
on this subject... but, I built close to the plans, with the general exception
of the A-65, and I don't think I could be any happier with the plane. I guess
I'm just a big fan.
Keep that "Pietenpol Purist Bug Spray" away from me Mike Cuy!
Don Emch
NX899DE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258893#258893
________________________________________________________________________________
| From: | Darrel Jones <wd6bor(at)vom.com> |
| Subject: | Re: TGWP on Encore |
Gary,
Of course "The Dawn Patrol"! No romance to distract you from a riveting
flying story. WWI aviation movies are my favorite. Errol Flynn replying
"Right" when Basil Rathbone sends them off on another suicidal mission,
then David Niven doing the same when Flynn becomes commander. Great
drinking song also.
I may need to watch than one again over the weekend. I would still like
to see the original 1930 version with Richard Barthelmess and Douglas
Fairbanks Jr., directed by Howard Hawks (who also did "Only Angels Have
Wings") and written by John Monk Saunders, who also did the story for
"Wings" (and "The Eagle and the Hawk" with Fredric March and Cary Grant
,which I also recommend!). Saunders was a pursuit pilot during WWI and
wrote many flying stories.
Man, don't get me started. I need to go out and actually fly instead of
watching flying movies. They are wonderful saved for those cold rainy
winter days though.
Darrel Jones
Pfeifer Sport
Sonoma, CA
Gary Boothe wrote:
>
> GUYS!!! I CAN'T BELIEVE YOU ALL LEFT OUT "DAWN PATROL!!!" WHAT AMERICAN
> COULD FORGET ERROL FLYNN?
>
> Gary Boothe
> Cool, Ca.
> Pietenpol
> WW Corvair Conversion
> Tail done, Fuselage on gear
> (13 ribs down.)
>
________________________________________________________________________________
| From: | Doug Dever <chiefpepperhead(at)hotmail.com> |
| Subject: | Re: original Pietenpol wing air foil |
Someone has installed vortex gen. I forget who. It did make a gentler stal
l. He ahd a unique wing in that someone had used alum for the leading edge
and it distorted badly when the fabric was shrunk. Dunno or don't remembe
r if it had any other effect.
Doug Dever
Been here for a while..listening
Just started talking--lol
> Date: Thu=2C 20 Aug 2009 16:25:04 -0700
> From: airlion(at)bellsouth.net
> Subject: Re: Pietenpol-List: Re: original Pietenpol wing air foil
> To: pietenpol-list(at)matronics.com
>
>
> Hey guys=2C with all this discussion about different airfoils=2C has anyb
ody tried vortex generetors? I have the BP wing and I don't want to spend t
he time to build a new one. My piet is to the plans with a 3 ft. centersect
ion. Not flying yet=2C but will be soon. Gardiner Mason
>
>
>
air foil
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=258893#258893
>
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
Hotmail=AE is up to 70% faster. Now good news travels really fast.
http://windowslive.com/online/hotmail?ocid=PID23391::T:WLMTAGL:ON:WL:en-U
S:WM_HYGN_faster:082009
________________________________________________________________________________
| Subject: | Re: original Pietenpol wing air foil |
| From: | "Jerry Dotson" <jdotson(at)erec.net> |
Gardiner the only experience I have with vortex generators is a friend has a Savage
( J3 look alike but AIN'T). He said that if you are not careful on landing
you will make lots of "firm" landings. He put a set of those little clear plastic
vortex generators on it and cured the firm landings.
--------
Jerry Dotson
59 Daniel Johnson Rd
Baker, FL 32531
Started building NX510JD July, 2009
using Lycoming O-235
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258909#258909
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
Now the T-craft has a sharp flare??!! Son, it floats forever and is the most
forgiving wing you could hope for! A stall is a stall and no plane will fly
thru it when it happens at 5' above the runway.
Let's face it, every model of airplane has its own characteristics. A good
pilot will learn those and become second nature.
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Tim Willis
Sent: Thursday, August 20, 2009 9:46 AM
Subject: Re: Pietenpol-List: Airfoils
Ryan,
Good points. I'll let others debate their experiences in landing flares,
etc. I know several very experienced pilots have told me that they did not
like how "the bottom drops right out" on the landing flare, etc. That
doesn't mean it's dangerous, but it is problematic, in the same way that
some people used to say "the Taylorcraft pilot is the best one on the
field," because of its sharp stall in flare, and the fact that it was a
taildragger, too. That's what I meant to say, and perhaps did, but
inartfully.
To back up your statement, Piets have been flying safely for 8 decades. One
of the videos from Brodhead this year showed one perfect landing after
another.
>From another perspective, I think Mike Cuy has optimized the envelope. He
has reported the slowest stall speed of anyone, as borne out by discussions
a few months ago on this board. I think I recall he said a 28 mph stall
speed? I like your finding his post from 1998 explaining in part how he may
have done it. That little bit of washout, excellent rigging, plus building
the plane very light in the first place, have led him to excellent
performance.
However, many have compared Piets to Cubs, known to be good fliers. So I am
likely guilty of exaggerating what should be a nuance. Sorry.
Thanks for the post and your good thoughts. Now I need to get out and glue
something.
Tim in central TX
-----Original Message-----
From: Ryan Mueller
Sent: Aug 20, 2009 10:58 AM
Subject: Re: Pietenpol-List: Airfoils
Tim,
Regarding this statement:
You and he also agree that with a Riblett you get a gentler stall in
moderate angles (e.g., in low power in flare) and stall at higher angles
(with power, in a climb). Many might not want to go much faster in a Piet,
but many have said the stall characteristics of the FC10 in landing are
problematic, demanding darned good piloting.
Pietenpol stall characteristics are problematic, demanding darned good
piloting? The Pietenpol airfoil keeps inching closer and closer towards
becoming a feared widow-maker of an airfoil. How can that same airfoil
generate this opinion from Mike C. back in '98 (courtesty of the archives):
"The stall characteristics I have experienced in my 65 Continental powered
Air Camper have been very typical of the Cub/Champ stall- with the exception
that the Piet stalls at even a lower speed- in my case 30 mph. I put 3/8"
washout in the wingtips using adjustable rear fork ends- this allows the
ailerons to stall last which gives full control up to the break. Pietenpol
suggested doing this just like they do in Cubs and Champs. The worst problem
is left or right drop-off during the stall- I had this condition and neede
to tweak the rear struts until she fell straight ahead. My ribs are to the
plans and the covering is the light 1.7 oz dacron. This plane outclimbs any
Cub or Champ on the field by the time you get to the wires when alone, and
accordingly more sluggish with two adults and full fuel, but still
respectable. Try to build your wings straight and true and keep the
airframe light and you will get 1940's performance from a 1929 design!"
Now granted, that is one person's experience. Still, a Cub/Champ equivalent
stall, but even slower, is not that difficult to deal with. While the
Riblett may have theoretical advantages over the Piet, some which have been
proven by Lowell with his particular configuration, those are still small
improvements over something that already works very well to begin with; as
opposed to fixing something that was 'broken'.
I'm not trying to bash the Riblett, or those who are using it (Lowell) or
will be using it someday (everyone else :P). Just don't see the need to bash
the Piet airfoil; 80 years and going strong.
Have a good day,
Ryan
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
| Subject: | Re: TGWP on Encore |
Darrel,
I can tell that you have watched your share...that's OK...beats sitting in a
bar....
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Darrel Jones
Sent: Thursday, August 20, 2009 5:27 PM
Subject: Re: Pietenpol-List: Re: TGWP on Encore
Gary,
Of course "The Dawn Patrol"! No romance to distract you from a riveting
flying story. WWI aviation movies are my favorite. Errol Flynn replying
"Right" when Basil Rathbone sends them off on another suicidal mission,
then David Niven doing the same when Flynn becomes commander. Great
drinking song also.
I may need to watch than one again over the weekend. I would still like
to see the original 1930 version with Richard Barthelmess and Douglas
Fairbanks Jr., directed by Howard Hawks (who also did "Only Angels Have
Wings") and written by John Monk Saunders, who also did the story for
"Wings" (and "The Eagle and the Hawk" with Fredric March and Cary Grant
,which I also recommend!). Saunders was a pursuit pilot during WWI and
wrote many flying stories.
Man, don't get me started. I need to go out and actually fly instead of
watching flying movies. They are wonderful saved for those cold rainy
winter days though.
Darrel Jones
Pfeifer Sport
Sonoma, CA
Gary Boothe wrote:
>
> GUYS!!! I CAN'T BELIEVE YOU ALL LEFT OUT "DAWN PATROL!!!" WHAT AMERICAN
> COULD FORGET ERROL FLYNN?
>
> Gary Boothe
> Cool, Ca.
> Pietenpol
> WW Corvair Conversion
> Tail done, Fuselage on gear
> (13 ribs down.)
>
________________________________________________________________________________
| From: | AMsafetyC(at)aol.com |
| Subject: | Re: TGWP on Encore |
beats getting creamed by a fokker
In a message dated 8/20/2009 9:13:01 P.M. Eastern Daylight Time,
gboothe5(at)comcast.net writes:
--> Pietenpol-List message posted by: "Gary Boothe"
Darrel,
I can tell that you have watched your share...that's OK...beats sitting in
a
bar....
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Darrel
Jones
Sent: Thursday, August 20, 2009 5:27 PM
Subject: Re: Pietenpol-List: Re: TGWP on Encore
Gary,
Of course "The Dawn Patrol"! No romance to distract you from a riveting
flying story. WWI aviation movies are my favorite. Errol Flynn replying
"Right" when Basil Rathbone sends them off on another suicidal mission,
then David Niven doing the same when Flynn becomes commander. Great
drinking song also.
I may need to watch than one again over the weekend. I would still like
to see the original 1930 version with Richard Barthelmess and Douglas
Fairbanks Jr., directed by Howard Hawks (who also did "Only Angels Have
Wings") and written by John Monk Saunders, who also did the story for
"Wings" (and "The Eagle and the Hawk" with Fredric March and Cary Grant
,which I also recommend!). Saunders was a pursuit pilot during WWI and
wrote many flying stories.
Man, don't get me started. I need to go out and actually fly instead of
watching flying movies. They are wonderful saved for those cold rainy
winter days though.
Darrel Jones
Pfeifer Sport
Sonoma, CA
Gary Boothe wrote:
>
> GUYS!!! I CAN'T BELIEVE YOU ALL LEFT OUT "DAWN PATROL!!!" WHAT AMERICAN
> COULD FORGET ERROL FLYNN?
>
> Gary Boothe
> Cool, Ca.
> Pietenpol
> WW Corvair Conversion
> Tail done, Fuselage on gear
> (13 ribs down.)
>
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
| Subject: | Re: TGWP on Encore |
"dos Fokkers vas Messerschmidts!"
_____
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, August 20, 2009 7:17 PM
Subject: Re: Pietenpol-List: Re: TGWP on Encore
beats getting creamed by a fokker
In a message dated 8/20/2009 9:13:01 P.M. Eastern Daylight Time,
gboothe5(at)comcast.net writes:
Darrel,
I can tell that you have watched your share...that's OK...beats sitting in a
bar....
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Darrel Jones
Sent: Thursday, August 20, 2009 5:27 PM
Subject: Re: Pietenpol-List: Re: TGWP on Encore
Gary,
Of course "The Dawn Patrol"! No romance to distract you from a riveting
flying story. WWI aviation movies are my favorite. Errol Flynn replying
"Right" when Basil Rathbone sends them off on another suicidal mission,
then David Niven doing the same when Flynn becomes commander. Great
drinking song also.
I may need to watch than one again over the weekend. I would still like
to see the original 1930 version with Richard Barthelmess and Douglas
Fairbanks Jr., directed by Howard Hawks (who also did "Only Angels Have
Wings") and written by John Monk Saunders, who also did the story for
"Wings" (and "The Eagle and the Hawk" with Fredric March and Cary Grant
,which I also recommend!). Saunders was a pursuit pilot during WWI and
wrote many flying stories.
Man, don't get me started. I need to go out and actually fly instead of
watching flying movies. They are wonderful saved for those cold rainy
winter days though.
Darrel Jones
Pfeifer Sport
Sonoma, CA
Gary Boothe wrote:
>
> GUYS!!! I CAN'T BELIEVE YOU ALL LEFT OUT "DAWN PATROL!!!" WHAT AMERICAN
> COULD FORGET ERROL FLYNN?
>
> Gary Boothe
> Cool, Ca.
> Pietenpol
> WW Corvair Conversion
> Tail done, Fuselage on gear
> (13 ribs down.)
> ========================= Use the ties Day
================================================ - MATRONICS
WEB FORUMS ================================================ -
List Contribution Web Site sp;
==================================================
_____
________________________________________________________________________________
| From: | AMsafetyC(at)aol.com |
| Subject: | This is too great not to share |
Hey guys, I have no intention interrupting the great riblet dispute but I
in all good conscience could not keep this to myself,
_http://www.greatdanepromilitary.com/SR-71/index.htm_
(http://www.greatdanepromilitary.com/SR-71/index.htm)
Enjoy
John
________________________________________________________________________________
| From: | shad bell <aviatorbell(at)yahoo.com> |
| Subject: | Re: original Pietenpol wing air foil |
OK, A stall is a stall, And I ain't Chuck Yeager, I flew Dad's Piet after o
nly having about 15 total hrs of tailwheel time, and that was all in a cham
p.- The most recent time I had in a champ was 8 months before flying the
piet the 1st time, and only 1 hr in the months prior, in a 150.- Dad flew
the maiden voyage for about 45 min, landed and said "Wanna try it?"- Of
course I did!!!- Un eventfull, and it was on pavement, and we had no stee
rable tailwheel.- My point I guess, if you know how to fly, you know how
to fly. !!!- I am no super test pilot, just a low time private pilot, and
I was able to handle a piet.- A stall ain't no big deal, just don't do i
t inadvertantly.- If you have seen the piet movie, "Finding Flight"- Do
n quotes his father, " I didn't know how to fly, but my airplanes did."-
I think he is right on the button!- I will also say that I know of anothe
r Pieter, who's 1st flight in a t/w aircraft was his own piet, on it's maid
en
voyage.- I wouldn't recomend it but it is still flying.- Just put a wi
ng on it and go flying, it ain't gonna beat a rv-6 and it aint gonna land l
ike a roterway helicopter, +/- 10mph is about all you can hope for one way
or the other.
-
Just my silly opinion, no offense to anyone!,
Shad=0A=0A=0A
________________________________________________________________________________
| From: | Oscar Zuniga <taildrags(at)hotmail.com> |
Ameet:
If you're on the Yahoo "airfoils" list, go back and search
the files archives for a couple of very good articles
that Mike Shuck published regarding his analyses of
the Pietenpol airfoil vs. several others, such as the
USA35 and the NACA 441x series. There are also comparisons
of the Riblett airfoils to the Pietenpol. All in all,
I think you'll find, after much study, that Mr. Pietenpol
was a very smart cookie and that it would be hard to
beat him at his own game when trying to find a better
airfoil for HIS Air Camper design. Very hard to beat him.
My own experience? All I can compare it to is Citabria,
J-3 and Super Cub time. Not tons of time, but enough
to know the differences in feel and performance. My
opinion is that the Pietenpol is a very sweet flying
airplane both in climb, cruise, descent, and stall,
with Mr. Pietenpol's own custom airfoil. While the Cub
is docile with all that wing and not much weight or
power, the Piet lands much more positively with minimal
float and yet doesn't really bite you hard if you let the
airspeed crumble on short final... it just reminds you
of the laws of aerodynamics. "Widow-maker"-? Hardly.
In cruise, there is truly no benefit to making a Piet
go faster. That point has been driven home to me even
more now that I have a 75 HP engine on mine. The airplane
is just not happy flying faster than 70-75 MPH, especially
in anything other than perfectly smooth air. It's not
about going faster in this airplane, and if 70-75 is not
the target airspeed for you, then neither is the Air Camper.
Stall? I left power at cruise on my airplane at 4000'
while seating the rings and started pulling back on the
stick till it stalled. Which it didn't, ever. It sort
of settled and mushed but never fell off on a wing,
didn't even bob the nose- and the ASI was showing in the
low 30's but I didn't believe that because of the prop
blast from the engine at cruise power and the relatively
high angle of attack. With power off and a controlled
approach to stall, it will gently nose-bob all afternoon
long as long as I stay on the rudder pedals. No widows
were made in the testing of my Piet, and I am NOT afraid
of this airplane in any controlled flight regime. There
is simply nothing harsh about the Air Camper no matter
how many years pass, how many generations of builders and
pilots try to analyze and improve it, and how many new
airfoil analysts come along. Yes, you can handle it
poorly and make it do some bad things and yes, you can
search for and find the limits of the control surface
travels, but not without some effort. This is a light
sport aircraft and if it's operated that way, it's as
honest as the dollar used to be before we broke the law
and stopped requiring the government to back every dollar
with some gold or silver in Fort Knox.
The best thing that can be said about the Pietenpol airfoil
is that it is EXTREMELY time-tested and dependable. The
worst that can be said about it, in my opinion, is that it
is an undercambered airfoil that makes it just a tad fussier
to construct in fabric, if you can even call that a drawback.
I thought we were only supposed to have theoretical
discussions on this list when it was too cold and wet outside
to glue wood or work in the shop or to go fly our open-cockpit
airplanes, but things have gotten off to an early start
this season. It's still over 100F every day here in S. Texas
and I'll be flying for months yet...
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| Subject: | Re: original Pietenpol wing air foil |
| From: | Robert Ray <rray032003(at)gmail.com> |
I'm going to try a different airfoil, it's not that there's any thing wrong
with the existing airfoil
if it has the characteristic that you want then you should use it, if
there's an airfoil that you
think might better suit you then use it,I'm sure there are sacrifices I'll
have to make
such as greater break on the stall etc, the Pietenpol is a great platform to
make minor
changes and get away with it, well most of the time any how,
I have 28 NACA 23012 wing ribs however this riblett wing has got my
attention,
the 23012 is used on the Taylorcraft and a whole host of other planes
including sail planes.
I hesitate to join group dicussions in that I have not completed and flown
an
airplane YET, I feel I should take the cotton out of my ears and stick it in
my mouth
most of the time and just listen, I am in a learning process and hope to be
flying
a completed Pie some day soon. If I don't like the airfoil I'm build another
set of wings.
Wood working is my hobby so it's no big deal. I love the process.
Russell in KY
On Thu, Aug 20, 2009 at 1:53 PM, Jerry Dotson wrote:
>
> Yes sir. I ordered 2-16 foot spars for my one piece wing. I will get about
> 31 feet span. Reading everyone talk about poor climb. Thinking to make the
> ailerons longer too. What y'all think? I will also use my O-235 Lycoming and
> suffer the weight penalty. My runway is 1300 feet so I need my Piet to get
> with it on takeoff. My hangar(40X50) is supposed to be built next
> month...sure hope so. I need the room to build. The picture is from Google
> Earth. That area photograph was taken 4 years ago during a severe drought.
> The grass died in some large spots.
>
> --------
> Jerry Dotson
> 59 Daniel Johnson Rd
> Baker, FL 32531
>
> Started building NX510JD July, 2009
> using Lycoming O-235
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=258873#258873
>
>
> Attachments:
>
> http://forums.matronics.com//files/a45_668.jpg
>
>
________________________________________________________________________________
| From: | "Gene & Tammy" <zharvey(at)bentoncountycable.net> |
Right on Oscar! Good post.
Gene
----- Original Message -----
From: "Oscar Zuniga" <taildrags(at)hotmail.com>
Sent: Thursday, August 20, 2009 9:46 PM
Subject: Pietenpol-List: Airfoils
>
>
> Ameet:
>
> If you're on the Yahoo "airfoils" list, go back and search
> the files archives for a couple of very good articles
> that Mike Shuck published regarding his analyses of
> the Pietenpol airfoil vs. several others, such as the
> USA35 and the NACA 441x series. There are also comparisons
> of the Riblett airfoils to the Pietenpol. All in all,
> I think you'll find, after much study, that Mr. Pietenpol
> was a very smart cookie and that it would be hard to
> beat him at his own game when trying to find a better
> airfoil for HIS Air Camper design. Very hard to beat him.
>
> My own experience? All I can compare it to is Citabria,
> J-3 and Super Cub time. Not tons of time, but enough
> to know the differences in feel and performance. My
> opinion is that the Pietenpol is a very sweet flying
> airplane both in climb, cruise, descent, and stall,
> with Mr. Pietenpol's own custom airfoil. While the Cub
> is docile with all that wing and not much weight or
> power, the Piet lands much more positively with minimal
> float and yet doesn't really bite you hard if you let the
> airspeed crumble on short final... it just reminds you
> of the laws of aerodynamics. "Widow-maker"-? Hardly.
>
> In cruise, there is truly no benefit to making a Piet
> go faster. That point has been driven home to me even
> more now that I have a 75 HP engine on mine. The airplane
> is just not happy flying faster than 70-75 MPH, especially
> in anything other than perfectly smooth air. It's not
> about going faster in this airplane, and if 70-75 is not
> the target airspeed for you, then neither is the Air Camper.
>
> Stall? I left power at cruise on my airplane at 4000'
> while seating the rings and started pulling back on the
> stick till it stalled. Which it didn't, ever. It sort
> of settled and mushed but never fell off on a wing,
> didn't even bob the nose- and the ASI was showing in the
> low 30's but I didn't believe that because of the prop
> blast from the engine at cruise power and the relatively
> high angle of attack. With power off and a controlled
> approach to stall, it will gently nose-bob all afternoon
> long as long as I stay on the rudder pedals. No widows
> were made in the testing of my Piet, and I am NOT afraid
> of this airplane in any controlled flight regime. There
> is simply nothing harsh about the Air Camper no matter
> how many years pass, how many generations of builders and
> pilots try to analyze and improve it, and how many new
> airfoil analysts come along. Yes, you can handle it
> poorly and make it do some bad things and yes, you can
> search for and find the limits of the control surface
> travels, but not without some effort. This is a light
> sport aircraft and if it's operated that way, it's as
> honest as the dollar used to be before we broke the law
> and stopped requiring the government to back every dollar
> with some gold or silver in Fort Knox.
>
> The best thing that can be said about the Pietenpol airfoil
> is that it is EXTREMELY time-tested and dependable. The
> worst that can be said about it, in my opinion, is that it
> is an undercambered airfoil that makes it just a tad fussier
> to construct in fabric, if you can even call that a drawback.
>
> I thought we were only supposed to have theoretical
> discussions on this list when it was too cold and wet outside
> to glue wood or work in the shop or to go fly our open-cockpit
> airplanes, but things have gotten off to an early start
> this season. It's still over 100F every day here in S. Texas
> and I'll be flying for months yet...
>
> Oscar Zuniga
> Air Camper NX41CC
> San Antonio, TX
> mailto: taildrags(at)hotmail.com
> website at http://www.flysquirrel.net
>
>
--------------------------------------------------------------------------------
Checked by AVG - www.avg.com
18:06:00
________________________________________________________________________________
| From: | airlion <airlion(at)bellsouth.net> |
| Subject: | Re: original Pietenpol wing air foil |
thanks Jerry. the reason I am concerned is that a lot of people say that you have
to add power on landing. I have never done that and hope that I never will.
By the way, why are you putting on an 0235? I am using a corvair for performance.
Cheers, Gardiner
----- Original Message ----
From: Jerry Dotson <jdotson(at)erec.net>
Sent: Thursday, August 20, 2009 9:04:39 PM
Subject: Pietenpol-List: Re: original Pietenpol wing air foil
Gardiner the only experience I have with vortex generators is a friend has a Savage
( J3 look alike but AIN'T). He said that if you are not careful on landing
you will make lots of "firm" landings. He put a set of those little clear plastic
vortex generators on it and cured the firm landings.
--------
Jerry Dotson
59 Daniel Johnson Rd
Baker, FL 32531
Started building NX510JD July, 2009
using Lycoming O-235
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258909#258909
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | Pietenpol has drag written all over it |
I enjoyed reading Shad and Oscar's no-nonsense posts to the list about how
Pietenpols fly and stall. (or sometimes don't
stall even at high AOA's with full power--- I concur exactly with Oscar's f
indings that unless I whip stall my Piet with full
power-she doesn't stall at all but just mushes.)
Anyway, there is so much drag that is inherent to the Pietenpol with all o
f those cables, turnbuckles, cabane struts, windshields,
bodies sticking out, jury struts, landing gears with (sometimes) two sets o
f cables and turnbuckles it simply bleeds off speed more
quickly in the landing flare than a Cub or Champ. You approach more steep
ly power off in a Piet than you do in a Cub or Champ.....thus
the reason you'll hear and see quite a few Piet pilots on short final with
a tad of power still in there to flatten out the approach---watch
some of Jeff's videos and you'll hear power reductions just before flare in
many of those landings at Brodhead-very typical.
If you come in completely power idle in a Piet vs. a Cub or Champ-you'll fl
oat in a Cub or Champ compared to a Piet.
Shad is right on regarding cruise too. Even if you have an 0-200 or 0-235
you'll get more cruise speed (but not enough to write home about)
but the airplane starts to talk to you (not pretty like either) at around 8
0 mph and up. At 90- 95 the airplane is really screaming and
you feel like you're going 160 trying to pull all that drag thru the air.
If you're looking for increased cruise speeds---don't count on a
Pietenpol to get you there faster. You can fair all the fittings and str
uts, you can do little things to reduce drag but that isn't the point
of a Pietenpol. You'd be better off to build an RV if you want to cruise
faster.
Takeoff on warm days with a full size adult is where you want (in my opinio
n) MORE WING area.....and perhaps MORE power. Mostly-----
don't add bunches of weight, bells and whistles, and if you're 265 pounds--
-build something else or go on a diet-seriously. I am amazed
at why huge guys are so attracted to such a limited, small airplane but the
y are. (I know---they are chick magnets and you want to be
surrounded at fly-in's:) ) Enough of my editorializing but Don Emch is R
IGHT on the money-built light, built closely to plans with a good
65 hp, Corvair, or good-power outputting Ford (Ken Perkins, Lowell Frank, H
oward Henderson) they do great.
Mike C.
________________________________________________________________________________
| From: | "Skip Gadd" <skipgadd(at)earthlink.net> |
| Subject: | Re: original Pietenpol wing air foil |
Gardiner,
P F Beck has vortex generators on his Piet. If I recall correctly he says
they help everything but top speed.
Skip
>
> Hey guys, with all this discussion about different airfoils, has anybody
tried vortex generetors? I have the BP wing and I don't want to spend the
time to build a new one. My piet is to the plans with a 3 ft.
centersection. Not flying yet, but will be soon. Gardiner Mason
>
>
________________________________________________________________________________
| From: | "Don Emch" <EmchAir(at)aol.com> |
Amen to that Oscar. That is probably the most "well put" explanation on the Piet's
flying qualities I've heard. It really is a sweet flying airplane.
Don Emch
NX899DE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258969#258969
________________________________________________________________________________
| From: | Dan Yocum <yocum(at)fnal.gov> |
| Subject: | Re: original Pietenpol wing air foil |
Doug Dever wrote:
> Someone has installed vortex gen. I forget who. It did make a gentler
> stall. He ahd a unique wing in that someone had used alum for the
> leading edge and it distorted badly when the fabric was
> shrunk. Dunno or don't remember if it had any other effect.
Jeff Boatright installed 'em. There was a discussion on the list not
too long ago - you should be able to find them in the archives.
Dan
--
Dan Yocum
Fermilab 630.840.6509
yocum@fnal.gov, http://fermigrid.fnal.gov
Fermilab. Just zeros and ones.
________________________________________________________________________________
| Subject: | Re: original Pietenpol wing air foil |
| From: | "Jerry Dotson" <jdotson(at)erec.net> |
Gardiner,
The reason for the O-235 is I couldn't find an O-200 reasonable with low total
hours. I found this O-235 for $2000 with only 2100 hour total time. When I major
it I don't expect to spend a huge amount on it. My runway is only 1300 feet
and I am afraid an A-65 would make for some sweaty palms at times. There are
a couple of guys in the UK that have O-235's and they like them.
--------
Jerry Dotson
59 Daniel Johnson Rd
Baker, FL 32531
Started building NX510JD July, 2009
using Lycoming O-235
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258984#258984
________________________________________________________________________________
| Subject: | Re: This is too great not to share |
| From: | "regchief" <kbosley(at)comcast.net> |
Your post caused me to finally register . I have been lurking around for about
a year, hopefully to learn as much as I can, as I would like to build a piet in
my future. I happened to be a crew chief on KC-135's during a 16 year stint
in the air force, and was stationed at Beale from 1979-1983. The SR-71 program
was a wonderful time in my life, and I totally enjoyed watching the video and
remembering how many missions and how many times I watched the "sled" pull in
behind my airplane for some much needed gas. I am now a member of the Civil Air
Patrol,,, a chance to give back to younger people some of the great training
I had in the Air Force. I have recently trained for the first position in the
back seat of a CAP airplane, and hope that I will finally realize a 35 year
old dream to fly myself. Thanks again for the posts,, and hope to become part
of the Piet family here
Kelly James Bosley
Emergency Services Officer
CO-179
Pueblo,Colorado
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259054#259054
________________________________________________________________________________
| From: | Ryan Mueller <rmueller23(at)gmail.com> |
Just got an email yesterday from our friend Brian Law, a Chapter 431
volunteer. Brian was graciously storing our Piet until we found our new
digs, and he was the gentleman responsible for helping Jess serve the
fantastic pulled pork on Friday night, setting up the AV system so the
'Finding Flight' crew could show their movie, and helping to serve breakfast
on Saturday morning. Since he was stuck at his tasks for much of his time at
the flyin he asked if I could take some pictures of the Piet and Hatz areas
for 431's website, since he could not (he's also a computer guru, and runs a
business doing computer 'stuff'). I took my pics with that in mind, and I
think he got out later to take a few, and they have posted a selection of
those on the 431 website:
http://eaa431.org/images/piet_09/index.html
If you look on page 6, down on the bottom row, you will find a group of guys
and one hot chick watching Gardiner put his fingerprints all over Kurt
Shipman's purty Piet.
I can even prove it is Gardiner, as he was wearing the same outfit later on
that evening: http://www.flickr.com/photos/rmueller23/3844690202/sizes/l/.
;)
I know this is not in the same thread, but to Kelly: there are two concrete
steps you can take to become part of the Piet community. #1, buy a set of
plans (http://www.pressenter.com/~apietenp/) and start building. #2, buy a
plane ticket to Wisconsin and come to the Piet fly-in at Brodhead next year.
It will be the biggest 'shot-in-the-arm' inspiration you could ever hope to
find, and you will get to meet many of the really neat people that populate
this list. It really changes the perception from that of being a part of a
community on the 'net to one of being part of a community that just happens
to use the 'net to communicate, if that makes sense.
Have a good night,
Ryan
________________________________________________________________________________
| Subject: | Re: This is too great not to share- Welcome |
| From: | helspersew(at)aol.com |
Kelly,
Welcome to this list. You sound like a person who will have the sustainable tenacity
to be able to start, and actually finish a Pietenpol. A 35 year dream is
a long one. Most people have "dreams" that they discard like old shoes. I am
sure you will succeed.
Dan Helsper
Poplar Grove, IL.
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
Ryan,
Who was that 'hot chick'? Can you get her phone # for me?....OUCH, what was
that? OH, it's my wife slapping me upside the head.
BTW - Jess was right. My wife really does want me to finish the kitchen
remodel! But the engine is going on the airframe this weekend!
Gary
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Ryan Mueller
Sent: Friday, August 21, 2009 9:41 PM
Subject: Pietenpol-List: Brodhead pics
Just got an email yesterday from our friend Brian Law, a Chapter 431
volunteer. Brian was graciously storing our Piet until we found our new
digs, and he was the gentleman responsible for helping Jess serve the
fantastic pulled pork on Friday night, setting up the AV system so the
'Finding Flight' crew could show their movie, and helping to serve breakfast
on Saturday morning. Since he was stuck at his tasks for much of his time at
the flyin he asked if I could take some pictures of the Piet and Hatz areas
for 431's website, since he could not (he's also a computer guru, and runs a
business doing computer 'stuff'). I took my pics with that in mind, and I
think he got out later to take a few, and they have posted a selection of
those on the 431 website:
http://eaa431.org/images/piet_09/index.html
If you look on page 6, down on the bottom row, you will find a group of guys
and one hot chick watching Gardiner put his fingerprints all over Kurt
Shipman's purty Piet.
I can even prove it is Gardiner, as he was wearing the same outfit later on
that evening: http://www.flickr.com/photos/rmueller23/3844690202/sizes/l/.
;)
I know this is not in the same thread, but to Kelly: there are two concrete
steps you can take to become part of the Piet community. #1, buy a set of
plans (http://www.pressenter.com/~apietenp/) and start building. #2, buy a
plane ticket to Wisconsin and come to the Piet fly-in at Brodhead next year.
It will be the biggest 'shot-in-the-arm' inspiration you could ever hope to
find, and you will get to meet many of the really neat people that populate
this list. It really changes the perception from that of being a part of a
community on the 'net to one of being part of a community that just happens
to use the 'net to communicate, if that makes sense.
Have a good night,
Ryan
________________________________________________________________________________
| Subject: | Re: This is too great not to share |
| From: | amsafetyc(at)aol.com |
Kelly
Welcome to the best avaition group ever. The people here you meet are always willing
to lend a hand, give advice and or at times shoot a flaming barb just to
see if you're really alive or just pretending. I have been on for a few years,
first as a lurker then as a builder.
I think you'll really enjoy it here. And thanks so much for the note its not every
day something you may do or say actually inspires someone to follow their
dreams.
Great stuff happens here and the kool stuff happens where the magic is, Brodhead
WI in July.
John
------Original Message------
From: regchief
Sender: owner-pietenpol-list-server(at)matronics.com
ReplyTo: Pietenpol builders Board
Sent: Aug 21, 2009 11:39 PM
Subject: Pietenpol-List: Re: This is too great not to share
Your post caused me to finally register . I have been lurking around for about
a year, hopefully to learn as much as I can, as I would like to build a piet in
my future. I happened to be a crew chief on KC-135's during a 16 year stint
in the air force, and was stationed at Beale from 1979-1983. The SR-71 program
was a wonderful time in my life, and I totally enjoyed watching the video and
remembering how many missions and how many times I watched the "sled" pull in
behind my airplane for some much needed gas. I am now a member of the Civil Air
Patrol,,, a chance to give back to younger people some of the great training
I had in the Air Force. I have recently trained for the first position in the
back seat of a CAP airplane, and hope that I will finally realize a 35 year
old dream to fly myself. Thanks again for the posts,, and hope to become part
of the Piet family here
Kelly James Bosley
Emergency Services Officer
CO-179
Pueblo,Colorado
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259054#259054
Sent from my Verizon Wireless BlackBerry
________________________________________________________________________________
| From: | stephen labash <slabash(at)hotmail.com> |
Comments appreciated. I am 6'-3" 140#. I have extended fuselage 2 in. in
height and width and 10 in. in length. Continued the copilot cockpit dimen
sions back past pilot station. Spread the extra 10 inches between pilot sta
tion and tail wheel assembly. steve
_________________________________________________________________
With Windows Live=2C you can organize=2C edit=2C and share your photos.
http://www.windowslive.com/Desktop/PhotoGallery
________________________________________________________________________________
| From: | stephen labash <slabash(at)hotmail.com> |
Comments appreciated. I am 6'-3" 140#. I have extended fuselage 2 in. in
height and width and 10 in. in length. Continued the copilot cockpit dimen
sions back past pilot station. Spread the extra 10 inches between pilot sta
tion and tail wheel assembly. 4130 steel fuselage. steve
_________________________________________________________________
Hotmail=AE is up to 70% faster. Now good news travels really fast.
http://windowslive.com/online/hotmail?ocid=PID23391::T:WLMTAGL:ON:WL:en-U
S:WM_HYGN_faster:082009
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
| Subject: | Help Video, Engine Hoisting |
List,
A milestone! After the obligatory honey-do's, I just got my engine on its
mount!
I live in the country, as Chris Tracy could verify, and getting help and
tool rentals is a bit of a stretch. I thought about hoisting the engine with
a block and tackle, but, how would I hold it up with one hand while pulling
the fuse in with the other?
I decided to utilize an ancient and proven method: Bury the fuselage in
sand and build a ramp up to the mount. I live in the woods, so finding logs
to roll the engine on was easy. Digging all that sand is a bit of a chore,
though.
For those that are interested in following this method, I have made a "Help"
video which I would be happy to sell for $15! ;-P
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
________________________________________________________________________________
| From: | "Jack Phillips" <pietflyr(at)bellsouth.net> |
Only comment is =93Why?=94. You are =BD=94 taller than me and 60 lbs
lighter. I
would think you would have no problem fitting in a standard Piet
fuselage,
which is much lighter than an extended and widened one. But if it is
built
already, Press On!
Jack Phillips
NX899JP
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of stephen
labash
Sent: Saturday, August 22, 2009 2:46 PM
Subject: Pietenpol-List: Jumbo fuselage
Comments appreciated. I am 6'-3" 140#. I have extended fuselage 2 in.
in
height and width and 10 in. in length. Continued the copilot cockpit
dimensions back past pilot station. Spread the extra 10 inches between
pilot
station and tail wheel assembly. 4130 steel fuselage. steve
_____
Hotmail=AE is up to 70% faster. Now good news travels really fast. Try
it now.
<http://windowslive.com/online/hotmail?ocid=PID23391::T:WLMTAGL:ON:WL:e
n-US:
WM_HYGN_faster:082009>
________________________________________________________________________________
| Subject: | Re: Jumbo fuselage |
| From: | Mark Roberts <mark.rbrts1(at)gmail.com> |
That's interesting to me.... But of greatest interest is how you can be 6'3
"
and only 140#!!?? I saw that combo once (when I was 16) .... unfortunately
,
now I'm 6'4" 250# and wishin' I was 140 again! For years I was on the 'High
Weight gain' diet, but it was a delayed responce diet... :o\ Never worked
in High School, but at 33, it all caught up at once.
You're dimensions on the extra room is interesting to me as I have been in
the same boat wondering about some minor width and height adjustments. I
want to stuff as much of me in the cockpit as possible and still enjoy the
ride...
Did you make the extra 2" width at the pilot's seat and the depth in and
around the same area?
Mark
6'4", 250# and dieting on beer and pretzels...
On Sat, Aug 22, 2009 at 11:45 AM, stephen labash wrote
:
> Comments appreciated. I am 6'-3" 140#. I have extended fuselage 2 in.
> in height and width and 10 in. in length. Continued the copilot cockpit
> dimensions back past pilot station. Spread the extra 10 inches between pi
lot
> station and tail wheel assembly. 4130 steel fuselage. steve
>
> ------------------------------
> Hotmail=AE is up to 70% faster. Now good news travels really fast. Try it
> now.<http://windowslive.com/online/hotmail?ocid=PID23391::T:WLMTAGL:ON:
WL:en-US:WM_HYGN_faster:082009>
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
| From: | Tim Willis <timothywillis(at)earthlink.net> |
| Subject: | Re: Jumbo fuselage |
Stephen,
On the surface of things, you have made the plane tail-heavy, since you have moved
your butt back 10 inches, as I understand your description. However, (enviously
speaking) with a pilot weight of 140 pounds, you can likely accommodate
your changes and achieve a good CG-- a) depending upon engine choice and other
variables; or b) if only by tilting your cabanes back from vertical, so as
to move the wings rearward.
OTOH, speaking of cabanes, where will you mount the back ones? I ask because,
by lengthening the front pit, what did you do with that bulkhead, the location
where the fittings go to mount the rear cabane? If the bulkhead and passenger
seatback are integral and back 5 inches, for instance, you no longer have a
parallelogram, but a trapezoid, between the wing, the cabanes, and the fuze.
Is that clear? (The base of the trapezoid is now about 5 inches wider than its
top, at the wing.)
Thus, as you tilt your wing back, it will reduce the effective height of your front
cabane, as it does for us all, but INCREASE the effective height of your
rear cabane. You can still get the right set of the wing (2 degree positive incidence)
by adjusting the length of the rear cabane, but you need one height
for one angle the main cabanes. As you move the wing, you need a different height
of the rear cabane. Or you can install an adjustible fork, as on the wing
spars.
>From a strength perspective, having a trapezid instead of a parallelogram should
not make any difference, for you get your rigidity and strength fore-and-aft
from the triangulation provided by the diagonal cabane from the firewall.
I'd like to hear from other builders.
Tim in central TX
-----Original Message-----
From: stephen labash
Sent: Aug 22, 2009 2:45 PM
Subject: Pietenpol-List: Jumbo fuselage
Comments appreciated. I am 6'-3" 140#. I have extended fuselage 2 in. in height
and width and 10 in. in length. Continued the copilot cockpit dimensions back
past pilot station. Spread the extra 10 inches between pilot station and tail
wheel assembly. 4130 steel fuselage. steve
Hotmail is up to 70% faster. Now good news travels really fast. Try it now.
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
He doesn't cast a shadow, I'm thinkin'.
Gary
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Mark Roberts
Sent: Saturday, August 22, 2009 2:03 PM
Subject: Re: Pietenpol-List: Jumbo fuselage
That's interesting to me.... But of greatest interest is how you can be 6'3"
and only 140#!!?? I saw that combo once (when I was 16) .... unfortunately,
now I'm 6'4" 250# and wishin' I was 140 again! For years I was on the 'High
Weight gain' diet, but it was a delayed responce diet... :o\ Never worked
in High School, but at 33, it all caught up at once.
You're dimensions on the extra room is interesting to me as I have been in
the same boat wondering about some minor width and height adjustments. I
want to stuff as much of me in the cockpit as possible and still enjoy the
ride...
Did you make the extra 2" width at the pilot's seat and the depth in and
around the same area?
Mark
6'4", 250# and dieting on beer and pretzels...
On Sat, Aug 22, 2009 at 11:45 AM, stephen labash
wrote:
Comments appreciated. I am 6'-3" 140#. I have extended fuselage 2 in. in
height and width and 10 in. in length. Continued the copilot cockpit
dimensions back past pilot station. Spread the extra 10 inches between pilot
station and tail wheel assembly. 4130 steel fuselage. steve
_____
HotmailR is up to 70% faster. Now good news travels really fast. Try it now.
<http://windowslive.com/online/hotmail?ocid=PID23391::T:WLMTAGL:ON:WL:en-US:
WM_HYGN_faster:082009>
" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: Brodhead pics |
| From: | Mark Roberts <mark.rbrts1(at)gmail.com> |
Great Pictures! I love the kinship that exists between folks that love
airplanes. I'm sure it exists with fanatics of other stuff too, but since I
don't care about other stuff, I can only say what a great bunch this one is
!
Mark
On Sat, Aug 22, 2009 at 6:01 AM, Gary Boothe wrote:
> Ryan,
>
>
> Who was that =91hot chick=92? Can you get her phone # for me?....OUCH, wh
at was
> that? OH, it=92s my wife slapping me upside the head=85
>
>
> BTW ' Jess was right. My wife really does want me to finish the kitchen
> remodel! But the engine is going on the airframe this weekend!
>
>
> Gary
>
>
> ------------------------------
>
> *From:* owner-pietenpol-list-server(at)matronics.com [mailto:
> owner-pietenpol-list-server(at)matronics.com] *On Behalf Of *Ryan Mueller
> *Sent:* Friday, August 21, 2009 9:41 PM
> *To:* pietenpol-list(at)matronics.com
> *Subject:* Pietenpol-List: Brodhead pics
>
>
> Just got an email yesterday from our friend Brian Law, a Chapter 431
> volunteer. Brian was graciously storing our Piet until we found our new
> digs, and he was the gentleman responsible for helping Jess serve the
> fantastic pulled pork on Friday night, setting up the AV system so the
> 'Finding Flight' crew could show their movie, and helping to serve breakf
ast
> on Saturday morning. Since he was stuck at his tasks for much of his time
at
> the flyin he asked if I could take some pictures of the Piet and Hatz are
as
> for 431's website, since he could not (he's also a computer guru, and run
s a
> business doing computer 'stuff'). I took my pics with that in mind, and I
> think he got out later to take a few, and they have posted a selection of
> those on the 431 website:
>
> http://eaa431.org/images/piet_09/index.html
>
> If you look on page 6, down on the bottom row, you will find a group of
> guys and one hot chick watching Gardiner put his fingerprints all over Ku
rt
> Shipman's purty Piet.
> I can even prove it is Gardiner, as he was wearing the same outfit later
on
> that evening: http://www.flickr.com/photos/rmueller23/3844690202/sizes/l/
.
> ;)
>
> I know this is not in the same thread, but to Kelly: there are two concre
te
> steps you can take to become part of the Piet community. #1, buy a set of
> plans (http://www.pressenter.com/~apietenp/
apietenp/>)
> and start building. #2, buy a plane ticket to Wisconsin and come to the P
iet
> fly-in at Brodhead next year. It will be the biggest 'shot-in-the-arm'
> inspiration you could ever hope to find, and you will get to meet many of
> the really neat people that populate this list. It really changes the
> perception from that of being a part of a community on the 'net to one of
> being part of a community that just happens to use the 'net to communicat
e,
> if that makes sense.
>
> Have a good night,
>
> Ryan
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?Pietenpol-List*
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> * *
>
> *
>
===========
w.matronics.com/Navigator?Pietenpol-List
===========
===========
com/contribution
===========
> *
>
>
________________________________________________________________________________
| Subject: | Re: Jumbo fuselage |
| From: | Mark Roberts <mark.rbrts1(at)gmail.com> |
Hey Jack!
Thanks for the comparison... The only real piet I've seen is Mike Groah's,
and I squeezed into the rear cockpit a bit 'snuggly'... I haven't thought
much about making it 'deeper' but I have thought about making the rear
cockpit 24" and begin the taper toward the rear at that point... I have not
started yet, but I am in the process of selling every stick of R/C model
stuff I have in the garage for the money and room to begin.
I am glad to know that it is possible to fly at my size, and I am really *
NOT* wanting to re-invent the plane! I am just considering the comfort
factor for me as a 'big boy'.
BTW, I was raised in NC for my '11-19 years' and moved back to CA to go to
college. I went to Apex High outside of Raleigh for one of my HS years... W
e
lived in Cary. Now all I can do is dream of getting out of here and back
there. Mom lives in Fayetteville and runs a boarding house there.
I miss Southern BBQ and hush puppies, and summer thunderstorms, and the
greenest trees in the country (at least the ones near the Raleigh airport
are... They seem to grow right up to the end of the runway!).
Mark
On Sat, Aug 22, 2009 at 2:01 PM, Jack Phillips wrot
e:
> Only comment is =93Why?=94. You are =BD=94 taller than me and 60 lbs li
ghter. I
> would think you would have no problem fitting in a standard Piet fuselage
,
> which is much lighter than an extended and widened one. But if it is bui
lt
> already, Press On!
>
>
> Jack Phillips
>
> NX899JP
>
>
> ------------------------------
>
> *From:* owner-pietenpol-list-server(at)matronics.com [mailto:
> owner-pietenpol-list-server(at)matronics.com] *On Behalf Of *stephen labash
> *Sent:* Saturday, August 22, 2009 2:46 PM
> *To:* Pietenpol matronics; slabash(at)hotmail.com
> *Subject:* Pietenpol-List: Jumbo fuselage
>
>
> Comments appreciated. I am 6'-3" 140#. I have extended fuselage 2 in. i
n
> height and width and 10 in. in length. Continued the copilot cockpit
> dimensions back past pilot station. Spread the extra 10 inches between pi
lot
> station and tail wheel assembly. 4130 steel fuselage. steve
>
>
> ------------------------------
>
> Hotmail=AE is up to 70% faster. Now good news travels really fast. Try it
> now.<http://windowslive.com/online/hotmail?ocid=PID23391::T:WLMTAGL:ON:
WL:en-US:WM_HYGN_faster:082009>
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?Pietenpol-List*
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> * *
>
> *
>
===========
w.matronics.com/Navigator?Pietenpol-List
===========
===========
com/contribution
===========
> *
>
>
________________________________________________________________________________
| Subject: | Re: This is too great not to share |
| From: | Mark Roberts <mark.rbrts1(at)gmail.com> |
Wow John, that was great!
Mark
On Thu, Aug 20, 2009 at 7:39 PM, wrote:
> Hey guys, I have no intention interrupting the great riblet dispute but I
> in all good conscience could not keep this to myself,
>
> http://www.greatdanepromilitary.com/SR-71/index.htm
>
> Enjoy
>
> John
>
> ------------------------------
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | TOM MICHELLE BRANT <tmbrant(at)msn.com> |
10 hours of driving = sore back
Spar material for 1 wing and center section of Pietenpol = $250
Overnight night at hotel / water park = $160
Road trip with my wife and 3 year old = PRICELESS
Glad to finally have the spar material for one side of my Piet - at the rat
e I work=2C this should keep me busy at least for another year.
Tom B.
Brooklyn Park=2C MN
________________________________________________________________________________
| From: | "Michael Silvius" <silvius(at)gwi.net> |
| Subject: | Re: Help Video, Engine Hoisting |
Ok, a picture is worth a thousand words. We want to see one of that
operation.....
Michael in Maine
----- Original Message -----
From: Gary Boothe
List,
A milestone! After the obligatory honey-do's, I just got my engine on
its mount!
I live in the country, as Chris Tracy could verify, and getting help
and tool rentals is a bit of a stretch. I thought about hoisting the
engine with a block and tackle, but, how would I hold it up with one
hand while pulling the fuse in with the other?
I decided to utilize an ancient and proven method: Bury the fuselage
in sand and build a ramp up to the mount. I live in the woods, so
finding logs to roll the engine on was easy. Digging all that sand is a
bit of a chore, though.
For those that are interested in following this method, I have made a
"Help" video which I would be happy to sell for $15! ;-P
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
Tom,
Spar, Wife, 3 year old.now, which one was priceless?
I'm running out of things to do on the fuse.guess I'll have to start on the
wings, too! Hope your ribs are getting done quicker than mine!
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion, mounted
Tail done, Fuselage on gear
(13 ribs down.)
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOM MICHELLE
BRANT
Sent: Saturday, August 22, 2009 4:13 PM
Subject: Pietenpol-List: Priceless
10 hours of driving = sore back
Spar material for 1 wing and center section of Pietenpol = $250
Overnight night at hotel / water park = $160
Road trip with my wife and 3 year old = PRICELESS
Glad to finally have the spar material for one side of my Piet - at the rate
I work, this should keep me busy at least for another year.
Tom B.
Brooklyn Park, MN
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
| Subject: | Help Video, Engine Hoisting |
Dang! And me with no Photoshop.
Gary
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Michael
Silvius
Sent: Saturday, August 22, 2009 5:18 PM
Subject: Re: Pietenpol-List: Help Video, Engine Hoisting
Ok, a picture is worth a thousand words. We want to see one of that
operation.....
Michael in Maine
----- Original Message -----
From: Gary Boothe <mailto:gboothe5(at)comcast.net>
List,
A milestone! After the obligatory honey-do's, I just got my engine on its
mount!
I live in the country, as Chris Tracy could verify, and getting help and
tool rentals is a bit of a stretch. I thought about hoisting the engine with
a block and tackle, but, how would I hold it up with one hand while pulling
the fuse in with the other?
I decided to utilize an ancient and proven method: Bury the fuselage in
sand and build a ramp up to the mount. I live in the woods, so finding logs
to roll the engine on was easy. Digging all that sand is a bit of a chore,
though.
For those that are interested in following this method, I have made a "Help"
video which I would be happy to sell for $15! ;-P
________________________________________________________________________________
| From: | Jim <jimboyer(at)hughes.net> |
| Subject: | Re: Help Video, Engine Hoisting |
Jim Boyer
Santa Rosa, CA
Pietenpol builder with Corvair
Ah Gary, where did all the sand go? All I saw was the engine on the mount?
Jim B.
On Aug 22, 2009, Gary Boothe wrote:
List,
A milestone! After the obligatory honey-dos, I just got my engine on its mount!
I live in the country, as Chris Tracy could verify, and getting help and tool rentals
is a bit of a stretch. I thought about hoisting the engine with a block
and tackle, but, how would I hold it up with one hand while pulling the fuse
in with the other?
I decided to utilize an ancient and proven method: Bury the fuselage in sand and
build a ramp up to the mount. I live in the woods, so finding logs to roll the
engine on was easy. Digging all that sand is a bit of a chore, though.
For those that are interested in following this method, I have made a Help video
which I would be happy to sell for $15! ;-P
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done,Fuselageon gear
(13 ribs down)
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
Does anyone have contact info for Randy?
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
| Subject: | Help Video, Engine Hoisting |
OK...OK. I was just kidding...
I really did use the block and tackle. The whole process took less than
5
minutes!! As is, that engine and I weigh about the same, so I tested the
attachment at the beam with my own weight. The hoisting apparatus is
rated
at 250#'s.
It doesn=92t take very much more weight to tip it up on its nose, so I
put a
plastic case of tire chains in the tail area.
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down=85)
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jim
Sent: Saturday, August 22, 2009 4:30 PM
Subject: Re: Pietenpol-List: Help Video, Engine Hoisting
Jim Boyer
Santa Rosa, CA
Pietenpol builder with Corvair
Ah Gary, where did all the sand go? All I saw was the engine on the
mount?
Jim B.
On Aug 22, 2009, Gary Boothe wrote:
List,
-
A milestone! After the obligatory honey-do=92s, I just got my engine on
its
mount!
-
I live in the country, as Chris Tracy could verify, and getting help and
tool rentals is a bit of a stretch. I thought about hoisting the engine
with
a block and tackle, but, how would I hold it up with one hand while
pulling
the fuse in with the other?
-
I decided to utilize an ancient and proven method:- Bury the fuselage
in
sand and build a ramp up to the mount. I live in the woods, so finding
logs
to roll the engine on was easy. Digging all that sand is a bit of a
chore,
though.
-
For those that are interested in following this method, I have made a
=93Help=94
video which I would be happy to sell for $15! ;-P
-
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done,-Fuselage-on gear
(13 ribs down=85)
-
________________________________________________________________________________
| From: | Oscar Zuniga <taildrags(at)hotmail.com> |
Speaking of the SR-71 (and related) aircraft-
I'm currently reading a great book, "Skunk Works",
by Ben Rich, former director of the Lockheed
Skunk Works. It is an amazingly frank and
detailed description of the development of the
F-117A, U-2, SR-71, and other stealth projects.
Great reading. Co-authored by the same guy who
co-authored "Yeager", which if you haven't read-
do so this winter!!!
Put another 0.9 on the A75 and it's purring like
a kitten. Too bumpy to run the Vx/Vy/best glide
testing I planned to do, so I'll have to try to
do that in the calm of the morning one day this
week. I'm past the halfway point on the test
time on the engine and it is now completely
leak-free and loosened up. And I think I'll
take the suggestion of adding a quick-drain to
the oil sump for that oil change that is coming
up at 10 hrs. since new.
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| From: | airlion <airlion(at)bellsouth.net> |
Gary, his number is 731 267 0578. Cheers, Gardiner=0A=0A=0A=0A=0A__________
______________________=0AFrom: Gary Boothe <gboothe5(at)comcast.net>=0ATo: pie
tenpol-list(at)matronics.com=0ASent: Saturday, August 22, 2009 7:50:39 PM=0ASu
bject: Pietenpol-List: Randy Bush=0A=0A =0ADoes anyone have contact info fo
r Randy?=0A =0AGary Boothe=0ACool, Ca.=0APietenpol=0AWW Corvair Conversion
===============
________________________________________________________________________________
| From: | TOM MICHELLE BRANT <tmbrant(at)msn.com> |
yeah=2C did the ribs 2 years ago - this is how it goes for me... A very l
ittle at a time. The spar material I got today will probably last me a yea
r or more before I start the other wing. Fuse and tail are pretty much don
e too. So once I get the center section done=2C I'll have to bite the bull
et and start doing the metal fittings and so forth.
Just a few short - or long - years away from completion.
Keep kicking on the ribs=2C they'll be done before you know it. I had fami
ly members come over and help on them and I asked them to put their name o
n the one they completed. Kindof a cool thought knowing you're hanging fro
m ribs built by your family members.
Tom B.
From: gboothe5(at)comcast.net
Subject: RE: Pietenpol-List: Priceless
Date: Sat=2C 22 Aug 2009 16:22:31 -0700
Tom=2C
Spar=2C Wife=2C 3 year old=85now=2C which
one was priceless?
I=92m running out of things to do on
the fuse=85guess I=92ll have to start on the wings=2C too! Hope your ribs
are getting done quicker than mine!
Gary Boothe
Cool=2C Ca.
Pietenpol
WW Corvair Conversion=2C
mounted
Tail
done=2C Fuselage on gear
(13 ribs down=85)
From:
owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-serv
er(at)matronics.com]
On Behalf Of TOM MICHELLE BRANT
Sent: Saturday=2C August 22=2C 2009
4:13 PM
Subject: Pietenpol-List: Priceless
10 hours of driving = sore back
Spar material for 1 wing and center section of Pietenpol = $250
Overnight night at hotel / water park = $160
Road trip with my wife and 3 year old = PRICELESS
Glad to finally have the spar material for one side of my Piet - at the rat
e I
work=2C this should keep me busy at least for another year.
Tom B.
Brooklyn Park=2C MN
http://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.
comhttp://www.matronics.com/contribution
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
Thanks!!
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of airlion
Sent: Saturday, August 22, 2009 5:51 PM
Subject: Re: Pietenpol-List: Randy Bush
Gary, his number is 731 267 0578. Cheers, Gardiner
_____
From: Gary Boothe <gboothe5(at)comcast.net>
Sent: Saturday, August 22, 2009 7:50:39 PM
Subject: Pietenpol-List: Randy Bush
Does anyone have contact info for Randy?
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
="http://www.matronics.com/Navigator?Pietenpol-List">http://www.matronics"_b
lank"
href="http://forums.matronics.com">http://forums.matronics.comhttp://ww====
=================
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
Tom,
Hat's off to you! I wish I had started building a Piet as a much younger
man. I know it's not easy with family, but you will be admired and respected
for your tenacity.a good role model.
Gary
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOM MICHELLE
BRANT
Sent: Saturday, August 22, 2009 5:59 PM
Subject: RE: Pietenpol-List: Priceless
yeah, did the ribs 2 years ago - this is how it goes for me... A very
little at a time. The spar material I got today will probably last me a
year or more before I start the other wing. Fuse and tail are pretty much
done too. So once I get the center section done, I'll have to bite the
bullet and start doing the metal fittings and so forth.
Just a few short - or long - years away from completion.
Keep kicking on the ribs, they'll be done before you know it. I had family
members come over and help on them and I asked them to put their name on
the one they completed. Kindof a cool thought knowing you're hanging from
ribs built by your family members.
Tom B.
_____
From: gboothe5(at)comcast.net
Subject: RE: Pietenpol-List: Priceless
Date: Sat, 22 Aug 2009 16:22:31 -0700
Tom,
Spar, Wife, 3 year old.now, which one was priceless?
I'm running out of things to do on the fuse.guess I'll have to start on the
wings, too! Hope your ribs are getting done quicker than mine!
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion, mounted
Tail done, Fuselage on gear
(13 ribs down.)
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOM MICHELLE
BRANT
Sent: Saturday, August 22, 2009 4:13 PM
Subject: Pietenpol-List: Priceless
10 hours of driving = sore back
Spar material for 1 wing and center section of Pietenpol = $250
Overnight night at hotel / water park = $160
Road trip with my wife and 3 year old = PRICELESS
Glad to finally have the spar material for one side of my Piet - at the rate
I work, this should keep me busy at least for another year.
Tom B.
Brooklyn Park, MN
http://www.matronics.com/Navigator?Pietenpol-List
http://forums.matronics.com
http://www.matronics.com/contribution
<="http://www.matronics.com/Navigator?Pietenpol-List">http://www.matronicshr
ef="http://www.matronics.com/contribution">http://www.matronics.com/con====
===========
________________________________________________________________________________
| From: | "Jack Phillips" <pietflyr(at)bellsouth.net> |
I base my RV-4 at Cox Filed in Apex, NC. I used to keep the Pietenpol
there,but now keep it at our hangar at Smith Mountain Lake, Virginia.
Cox
is only 2,000=92 long with those tall trees you mentioned right at the
end of
the runway.
Jack
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Mark
Roberts
Sent: Saturday, August 22, 2009 5:42 PM
Subject: Re: Pietenpol-List: Jumbo fuselage
Hey Jack!
Thanks for the comparison... The only real piet I've seen is Mike
Groah's,
and I squeezed into the rear cockpit a bit 'snuggly'... I haven't
thought
much about making it 'deeper' but I have thought about making the rear
cockpit 24" and begin the taper toward the rear at that point... I have
not
started yet, but I am in the process of selling every stick of R/C model
stuff I have in the garage for the money and room to begin.
I am glad to know that it is possible to fly at my size, and I am really
NOT
wanting to re-invent the plane! I am just considering the comfort factor
for
me as a 'big boy'.
BTW, I was raised in NC for my '11-19 years' and moved back to CA to go
to
college. I went to Apex High outside of Raleigh for one of my HS
years... We
lived in Cary. Now all I can do is dream of getting out of here and
back
there. Mom lives in Fayetteville and runs a boarding house there.
I miss Southern BBQ and hush puppies, and summer thunderstorms, and the
greenest trees in the country (at least the ones near the Raleigh
airport
are... They seem to grow right up to the end of the runway!).
Mark
On Sat, Aug 22, 2009 at 2:01 PM, Jack Phillips
wrote:
Only comment is =93Why?=94. You are =BD=94 taller than me and 60 lbs
lighter. I
would think you would have no problem fitting in a standard Piet
fuselage,
which is much lighter than an extended and widened one. But if it is
built
already, Press On!
Jack Phillips
NX899JP
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of stephen
labash
Sent: Saturday, August 22, 2009 2:46 PM
Subject: Pietenpol-List: Jumbo fuselage
Comments appreciated. I am 6'-3" 140#. I have extended fuselage 2 in.
in
height and width and 10 in. in length. Continued the copilot cockpit
dimensions back past pilot station. Spread the extra 10 inches between
pilot
station and tail wheel assembly. 4130 steel fuselage. steve
_____
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http://forums.matronics.com
http://www.matronics.com/contribution
" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
a>http://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| From: | TOM MICHELLE BRANT <tmbrant(at)msn.com> |
| Subject: | 4 foot center section |
I know there are a number of builders who've opted for a 4 foot center sect
ion in order to use locally available 12'-0" long lumber for the outer wing
panels. Thing I don't get is=2C wouldn't those outer panels be 12'-6" for
the 29' wingspan? Also=2C looking for more info on the 4 foot center sect
ion if it's available. I'm pretty sure I had read that Steve Eldridge did
this among others but I can't seem to find any info in a search.
Tom B.
________________________________________________________________________________
| From: | "wayne(at)taildraggersinc.com" <wayne(at)taildraggersinc.com> |
| Subject: | OT - Oscar Brand |
Hello, good people!
I'm looking for the link to the Oscar Brand recordings. Someone shared
them a couple of years ago, and I can't seem to find the link. Does
anybody have that url handy?
Thanks,
-Wayne Bressler
wayne(at)taildraggersinc.com
www.taildraggersinc.com
/"The Little Wheel Goes in the Back"/
________________________________________________________________________________
| From: | "wayne(at)taildraggersinc.com" <wayne(at)taildraggersinc.com> |
| Subject: | re: OT - Oscar Brand |
Nevermind! I found what I was looking for!
http://www.edselmotors.com/oscarbrand/
-Wayne
________________________________________________________________________________
| From: | TOM MICHELLE BRANT <tmbrant(at)msn.com> |
| Subject: | spiral grain definition |
The wood I brought home is difficult to examine at the lumber yard because
it is rough sawn. What I thought was a nice piece with vertical grain appe
ars to have "spiral grain" on the edge. The ends are nearly perfect vertic
al grain. What I don't understand is if the vertical grain meets specifica
tions (1" slope in 15") do I even need to worry about edge grain? In theor
y=2C if the end grain on both ends are perfectly vertical through-out the l
ength of the piece=2C shouldn't the edge not really have a grain? Don't kn
ow if this makes sense or not. On the other hand=2C if the grain does slop
e (even 1" in 15")=2C the grain on the edge should also have a slope or (sp
iral grain) which is the point you work the formula for spiral grain???
Sorry=2C I'm just confused and cautious on what to be using for spar materi
al and one of my board is in question now that I've planed it down and join
ted the edge.
Tom B.
________________________________________________________________________________
| From: | Darrel Jones <wd6bor(at)vom.com> |
| Subject: | Re: Help Video, Engine Hoisting |
Gary,
Be sure to leave a little sand in the tail to counterbalance the weight
of all that engine up front. You'll also never need to tie the tail down
in a high wind.
That is one beautiful looking engine!
Darrel
Gary Boothe wrote:
> OK...OK. I was just kidding...
>
> I really did use the block and tackle. The whole process took less than 5
> minutes!! As is, that engine and I weigh about the same, so I tested the
> attachment at the beam with my own weight. The hoisting apparatus is rated
> at 250#'s.
>
> It doesnt take very much more weight to tip it up on its nose, so I put a
> plastic case of tire chains in the tail area.
>
> Gary Boothe
> Cool, Ca.
> Pietenpol
> WW Corvair Conversion
> Tail done, Fuselage on gear
> (13 ribs down)
>
________________________________________________________________________________
| From: | "dwilson" <marwilson(at)charter.net> |
http://www.madison.com/wsj/home/local/463098
Wanted to share this news with everyone on the list.
DAW
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259205#259205
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
| Subject: | Help Video, Engine Hoisting |
Thanks, Darrel! It's amazing how many distractions I can find to keep me
from making ribs! Advice for Newbies:
MAKE THE RIBS FIRST! Building the rest of the plane is just too dog-gone
fun!
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Darrel Jones
Sent: Sunday, August 23, 2009 2:45 PM
Subject: Re: Pietenpol-List: Help Video, Engine Hoisting
Gary,
Be sure to leave a little sand in the tail to counterbalance the weight
of all that engine up front. You'll also never need to tie the tail down
in a high wind.
That is one beautiful looking engine!
Darrel
Gary Boothe wrote:
> OK...OK. I was just kidding...
>
> I really did use the block and tackle. The whole process took less than 5
> minutes!! As is, that engine and I weigh about the same, so I tested the
> attachment at the beam with my own weight. The hoisting apparatus is rated
> at 250#'s.
>
> It doesn't take very much more weight to tip it up on its nose, so I put a
> plastic case of tire chains in the tail area.
>
> Gary Boothe
> Cool, Ca.
> Pietenpol
> WW Corvair Conversion
> Tail done, Fuselage on gear
> (13 ribs down.)
>
________________________________________________________________________________
| From: | "Jack" <jack(at)textors.com> |
Thank god Bill and passengers are ok. What a fine gentleman and great
pilot. Bill gave me my only Piet ride.
TAKE CARE BILL!
Jack
www.textors.com
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
| Subject: | spiral grain definition |
Tom,
The "1 in 15" grain slope cannot occur at any place in the board, not just
the ends. If it does occur at the end, and if you can cut it off, you have a
good board. Viewing the end of the board shows two things, that the board
was "quarter sawn" (no flat grain), and that you have the minimum 6 growth
rings / inch. Without a doubt, your spars need to be the very best wood on
the whole plane! If you have any doubts, get a replacement. Best of luck to
you..
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOM MICHELLE
BRANT
Sent: Sunday, August 23, 2009 2:32 PM
Subject: Pietenpol-List: spiral grain definition
The wood I brought home is difficult to examine at the lumber yard because
it is rough sawn. What I thought was a nice piece with vertical grain
appears to have "spiral grain" on the edge. The ends are nearly perfect
vertical grain. What I don't understand is if the vertical grain meets
specifications (1" slope in 15") do I even need to worry about edge grain?
In theory, if the end grain on both ends are perfectly vertical through-out
the length of the piece, shouldn't the edge not really have a grain? Don't
know if this makes sense or not. On the other hand, if the grain does slope
(even 1" in 15"), the grain on the edge should also have a slope or (spiral
grain) which is the point you work the formula for spiral grain???
Sorry, I'm just confused and cautious on what to be using for spar material
and one of my board is in question now that I've planed it down and jointed
the edge.
Tom B.
________________________________________________________________________________
| From: | <r.r.hall(at)cox.net> |
| Subject: | spiral grain definition |
Well here is my 2 cents. The end grain should be vertical, 90 degrees to the long dimension, on a 2x4 that would be the 4" side. that does not mean it would meet the 1" in 15" run out. The ends can have perfectly vertical grain but it could have some run along the length. There are several good pubs and articles you can access on line to illistrate it better. Try the EAA website at www.eaa.org.
Of course I could be totally wrong also.
Rodney
---- Gary Boothe wrote:
> Tom,
>
>
>
> The "1 in 15" grain slope cannot occur at any place in the board, not just
> the ends. If it does occur at the end, and if you can cut it off, you have a
> good board. Viewing the end of the board shows two things, that the board
> was "quarter sawn" (no flat grain), and that you have the minimum 6 growth
> rings / inch. Without a doubt, your spars need to be the very best wood on
> the whole plane! If you have any doubts, get a replacement. Best of luck to
> you..
>
>
>
> Gary Boothe
>
> Cool, Ca.
>
> Pietenpol
>
> WW Corvair Conversion
>
> Tail done, Fuselage on gear
>
> (13 ribs down.)
>
> _____
>
> From: owner-pietenpol-list-server(at)matronics.com
> [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOM MICHELLE
> BRANT
> Sent: Sunday, August 23, 2009 2:32 PM
> To: pietenpol-list(at)matronics.com
> Subject: Pietenpol-List: spiral grain definition
>
>
>
> The wood I brought home is difficult to examine at the lumber yard because
> it is rough sawn. What I thought was a nice piece with vertical grain
> appears to have "spiral grain" on the edge. The ends are nearly perfect
> vertical grain. What I don't understand is if the vertical grain meets
> specifications (1" slope in 15") do I even need to worry about edge grain?
> In theory, if the end grain on both ends are perfectly vertical through-out
> the length of the piece, shouldn't the edge not really have a grain? Don't
> know if this makes sense or not. On the other hand, if the grain does slope
> (even 1" in 15"), the grain on the edge should also have a slope or (spiral
> grain) which is the point you work the formula for spiral grain???
>
> Sorry, I'm just confused and cautious on what to be using for spar material
> and one of my board is in question now that I've planed it down and jointed
> the edge.
>
> Tom B.
>
>
>
>
________________________________________________________________________________
| From: | AMsafetyC(at)aol.com |
For all we experimental aircraft builders, fliers and would be designers a
little something to wet the whistle of creativity.
Enjoy
John
_Rare Aircraft - United States_
(http://rareaircraf1.greyfalcon.us/UNITED%20STATES.htm)
________________________________________________________________________________
| From: | Oscar Zuniga <taildrags(at)hotmail.com> |
| Subject: | spiral grain definition |
I know it's not rainy and cold outside and it's not the
right time for theoretical discussions, but I'll start
one just the same.
Regarding the spacing of growth rings (tightness of
grain), we want a minimum number of rings per inch so
that we have the minimum required strength. When the
rings are too far apart, the wood is not uniformly
strong because the wood between the rings is too soft.
No problem understanding that.
Regarding grain orientation, my understanding of the
strength of wood relative to the grain is that the wood
has essentially the same strength parallel and perpendicular
to the grain but not the same dimensional stability. That
is, changes in moisture content tend to deflect the wood
differently parallel to the grain as perpendicular to it.
Thus, with nice tight grained wood that is aligned with
the axes of our spar (or longeron, or whatever), the wood
does not tend to twist or kick when its moisture content
changes with changes in humidity, or if it does, it is
uniformly in the direction of the long axis and does not
tend to twist or warp the wood or pull apart the glue joints.
With spiral grained wood, or wood that does not have the
grain perpendicular to the direction of loading, changes
in moisture content will warp the structural member and
introduce distortion or tend to pull glue joints apart.
Is this the only reason we care about the grain orientation?
As I understand it, it's not about strength.
Thanks for any enlightenment any of you can add. And, if
I may state relative to Bill Rewey, "there but for the
grace of God go you or I". Bill did not lose his flying
skills overnight; no, not at all. Circumstances arise
during flight that call for our best judgement, but sometimes
the circumstances win. Not a reflection of the pilot's skills,
in many cases. Bill will need the support of his pilot friends
to help him evaluate his next move. There will be plenty of
the "other kind" of people trying to make that move for him,
like they are with Pieti Lowell. Let's stand by them.
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| From: | Jeff Boatright <jboatri(at)emory.edu> |
Boy, some of the commenters over at that article really chap my hide.
>
>http://www.madison.com/wsj/home/local/463098
>
>Wanted to share this news with everyone on the list.
>
>DAW
>
________________________________________________________________________________
| From: | AMsafetyC(at)aol.com |
| Subject: | Re: off topic- aircraft in movies |
Oscar Oscar Oscar what are we going to do with you? At that rate soon
you'll be singing or whistling show tunes while you build. the only redeeming
quality was the airplanes.
stop that man before its Iron Eagle
Quick someone show him a war film before he turns to the dark side and
passes the go no go point on his take off role.
In a message dated 8/23/2009 10:21:18 P.M. Eastern Daylight Time,
taildrags(at)hotmail.com writes:
--> Pietenpol-List message posted by: Oscar Zuniga
Okay, so call me an enjoyer of chick flicks. I have
just watched two of my favorites over the last couple
of weeks, "The English Patient" and "Out of Africa".
Both feature DeHavilland biplanes but I'm not certain
if they are Tiger Moths or Gypsy Moths. Whatever the
case, the flying scenes are breathtaking, and the
musical scores that go with those scenes are truly
memorable. The cockpit close-ups are pretty hokey, in
that the silk scarves sort of float dreamily out of
the open cockpits when we know that they would be
whipping around like crazy, but that's OK.
There. I've shown my feminine side ;o)
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
do not archive
________________________________________________________________________________
| From: | TOM MICHELLE BRANT <tmbrant(at)msn.com> |
| Subject: | spiral grain definition |
Gary and others=2C
Thanks for the responses on spiral grain=2C but I'm not sure you're underst
anding my question - By no means am I trying to shortcut anything or use su
bstandard
material - I'm just confused about the requirements - hopefully the followi
ng will clarify my question.
Both boards I purchased have well over 6 grains per inch. The both have ve
rtical end grain (1 has grain about 15-20 degrees from vertical - anything
under 45 deg. is within specifications). Both have met the 1 in 15 runout
rule (more like 1 in 30 worst case) - this is the grain slope as measured o
n the face (widest part) of the board. So based on this=2C all is good.
Where I get fuzzy is reading the EAA book "Wood". They show an example pie
ce which has end grain nearing 45 deg. and due to this=2C it also has an ed
ge grain. This is the first time I mentioned edge grain. This is where th
ey say something to the affect of 'if the face grain runs out 1 in 20 and t
he edge grain runs out 1 in 16=2C then you must use a formula to determine
actual slope because this is a spiral grain condition'.
The point I'm trying to make is where the grain is near perfectly vertical
- Does it also need to have edge grain? If so=2C I don't see how this is p
hysically possible except at the point where the face grain runs out.
I don't know if this makes any sense - Tomorrow I can try to clarify with p
ictures or drawings or something.
Thanks=2C
Tom B.
From: gboothe5(at)comcast.net
Subject: RE: Pietenpol-List: spiral grain definition
Date: Sun=2C 23 Aug 2009 17:04:18 -0700
Tom=2C
The =931 in 15=94 grain slope
cannot occur at any place in the board=2C not just the ends. If it does occ
ur at
the end=2C and if you can cut it off=2C you have a good board. Viewing the
end of
the board shows two things=2C that the board was =93quarter sawn=94 (no
flat grain)=2C and that you have the minimum 6 growth rings / inch. Without
a
doubt=2C your spars need to be the very best wood on the whole plane! If yo
u have
any doubts=2C get a replacement. Best of luck to you=85.
Gary Boothe
Cool=2C Ca.
Pietenpol
WW Corvair Conversion
Tail
done=2C Fuselage on gear
(13 ribs down=85)
From:
owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOM MICHELL
E BRANT
Sent: Sunday=2C August 23=2C 2009 2:32
PM
Subject: Pietenpol-List: spiral
grain definition
The wood I brought home is difficult to examine at the
lumber yard because it is rough sawn. What I thought was a nice piece
with vertical grain appears to have "spiral grain" on the edge.
The ends are nearly perfect vertical grain. What I don't understand is if
the vertical grain meets specifications (1" slope in 15") do I even
need to worry about edge grain? In theory=2C if the end grain on both ends
are perfectly vertical through-out the length of the piece=2C shouldn't the
edge
not really have a grain? Don't know if this makes sense or not. On
the other hand=2C if the grain does slope (even 1" in 15")=2C the grain
on the edge should also have a slope or (spiral grain) which is the point y
ou
work the formula for spiral grain???
Sorry=2C I'm just confused and cautious on what to be using for spar materi
al and
one of my board is in question now that I've planed it down and jointed the
edge.
Tom B.
http://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.
comhttp://www.matronics.com/contribution
________________________________________________________________________________
| From: | "Gary Boothe" <gboothe5(at)comcast.net> |
I'm with you, Jeff...sorry I read some of those. But it reminded me of this:
"I hate the guys who criticize,
And minimize the other guys,
Whose enterprise makes them rise,
Above the guys who criticize."
Best wishes to Mr. Rewey!
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
(13 ribs down.)
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jeff
Boatright
Sent: Sunday, August 23, 2009 6:59 PM
Subject: Re: Pietenpol-List: Bill Rewey
Boy, some of the commenters over at that article really chap my hide.
>
>http://www.madison.com/wsj/home/local/463098
>
>Wanted to share this news with everyone on the list.
>
>DAW
>
________________________________________________________________________________
| From: | "mike" <bike.mike(at)comcast.net> |
| Subject: | off topic- aircraft in movies |
Oscar,
There's help for you. Not a war film but definitely a MAN flick is "Never
Cry Wolf" whose flying scenes have everything you like about those girly
films, even a DeHavilland airplane (Beaver), and none of that sissy-kissy
stuff.
Mike Hardaway
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of
AMsafetyC(at)aol.com
Sent: Sunday, August 23, 2009 7:44 PM
Subject: Re: Pietenpol-List: off topic- aircraft in movies
Oscar Oscar Oscar what are we going to do with you? At that rate soon you'll
be singing or whistling show tunes while you build. the only redeeming
quality was the airplanes.
stop that man before its Iron Eagle
Quick someone show him a war film before he turns to the dark side and
passes the go no go point on his take off role.
In a message dated 8/23/2009 10:21:18 P.M. Eastern Daylight Time,
taildrags(at)hotmail.com writes:
Okay, so call me an enjoyer of chick flicks. I have
just watched two of my favorites over the last couple
of weeks, "The English Patient" and "Out of Africa".
Both feature DeHavilland biplanes but I'm not certain
if they are Tiger Moths or Gypsy Moths. Whatever the
case, the flying scenes are breathtaking, and the
musical scores that go with those scenes are truly
memorable. The cockpit close-ups are pretty hokey, in
that the silk scarves sort of float dreamily out of
the open cockpits when we know that they would be
whipping around like crazy, but that's OK.
There. I've shown my feminine side ;o)
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
do not ======================== Use the ties Day
================================================ - MATRONICS
WEB FORUMS ================================================ -
List Contribution Web Site sp;
==================================================
_____
________________________________________________________________________________
| From: | John Hofmann <jhofmann(at)reesgroupinc.com> |
| Subject: | Re: off topic- aircraft in movies |
The English Patient? Sex in a tub? Give me something I can use!
-john-
John Hofmann
Vice-President, Information Technology
The Rees Group, Inc.
2810 Crossroads Drive, Ste 3800
Madison, WI 53718
Phone: 608.443.2468 ext 150
Fax: 608.443.2474
Email: jhofmann(at)reesgroupinc.com
On Aug 23, 2009, at 9:44 PM, AMsafetyC(at)aol.com wrote:
> Oscar Oscar Oscar what are we going to do with you? At that rate
> soon you'll be singing or whistling show tunes while you build. the
> only redeeming quality was the airplanes.
>
> stop that man before its Iron Eagle
>
> Quick someone show him a war film before he turns to the dark side
> and passes the go no go point on his take off role.
>
>
> In a message dated 8/23/2009 10:21:18 P.M. Eastern Daylight Time, taildrags(at)hotmail.com
> writes:
> >
>
>
> Okay, so call me an enjoyer of chick flicks. I have
> just watched two of my favorites over the last couple
> of weeks, "The English Patient" and "Out of Africa".
> Both feature DeHavilland biplanes but I'm not certain
> if they are Tiger Moths or Gypsy Moths. Whatever the
> case, the flying scenes are breathtaking, and the
> musical scores that go with those scenes are truly
> memorable. The cockpit close-ups are pretty hokey, in
> that the silk scarves sort of float dreamily out of
> the open cockpits when we know that they would be
> whipping around like crazy, but that's OK.
>
> There. I've shown my feminine side ;o)
>
> Oscar Zuniga
> Air Camper NX41CC
> San Antonio, TX
> mailto: taildrags(at)hotmail.com
> website at http://www.flysquirrel.net
>
> do not ======================== Use the ties Day
> ================================================ -
> MATRONICS WEB FORUMS
> ================================================ - List
> Contribution Web Site sp;
> ==================================================
>
>
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
Does anyone know if an 0-200 will bolt up to a Pietenpol plans-built Contin
ental motor mount ? I know Chrissi & Randi
of CG Products http://www.cozygirrrl.com/aircraftparts.htm
have built and 0-200 mount for a Pietenpol builder but not sure what (if a
ny) the differences might be such as bolt location/pattern,
oil tank neck interference, accessory case/mags/possible starter interfere
nce.
Mike C.
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | Rewey's plane-- not a Pietenpol ? |
Either Matthew DeFour has his facts totally wrong or this wasn't Bill's Pie
tenpol. 2 passengers, 4 seats ? I had heard
that Bill was/is building a Zenith perhaps-do they make a 4 seat version ?
Too ignorant to comment about Zenith's
but if this was the Pietenpol then this journalist should go back to middle
school journalism class where they teach you
to obtain the facts about an event first and foremost and to get them accur
ate and true. Maybe you guys already
answered the question about what plane he was flying-have not read all of m
y e-mail yet.
If this author is in fact wrong we should collectively e-mail him and ask h
im to post corrections to this story.
I'm very happy to hear that Bill and his passengers walked away-thank God f
or that.
Mike C.
Only minor injuries after small plane makes emergency landing near Cottage
Grove
By MATTHEW DeFOUR
608-252-6144
mdefour(at)madison.com
A small airplane made an emergency landing Sunday morning in a field near C
ottage Grove, police said.
The pilot, William Rewey, 81, of Verona, and two passengers suffered minor
injuries but were not taken to the hospital, police said. The plane was dam
aged in the landing.
Just before 11:30 a.m., the plane had mechanical problems after taking off
from Blackhawk Airfield in Cottage Grove and landed in a field on the east
side of Baxter Road.
The plane was Rewey's four-seat, home-built aircraft. Home-built aircraft c
rash at a rate three times higher than all aircraft, according to the Natio
nal Transportation Safety Board.
________________________________________________________________________________
| From: | Oscar Zuniga <taildrags(at)hotmail.com> |
Mikee-
The O-200 uses different style donuts on the mounts than
the A-series engines that the Pietenpol Continental mount
is designed for, but that's not to say that the mount
points can't be changed out for different ones. I have
quite a bit of technical material on the A- and C-series
engines at home and will look at it tonight, but I think
the engine mount points (vib. isolators) are probably the
main sticking point.
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags(at)hotmail.com
website at http://www.flysquirrel.net
________________________________________________________________________________
| Subject: | Re: 0-200 question |
| From: | Ryan Mueller <rmueller23(at)gmail.com> |
Mike,
>From Harry Fenton, in response to a question about whether a mount for an
A-65 will work for a C-85 or O-200:
"The motor mount for the A-65 and C85 series is the same in that conical
rubber bushings are used. As such, the overall dimensions from the engine
mount lugs on the engine to the prop flange shaft remain the same. The
C-90-12, -14, 16 and O-200 have different mounts and the lugs are set
further forward on the engine case. These engines can be mounted on the
A-65 mount but require about a 2" spacer to position the prop flange in the
same location as the A-65. the C-85-12 will be your best choice for a
low-hassle installation. "
Hope that helps. Are you considering an upgrade in the HP department?
Ryan
On Mon, Aug 24, 2009 at 8:35 AM, Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace
Corporation] wrote:
> Does anyone know if an 0-200 will bolt up to a Pietenpol plans-built
> Continental motor mount ? I know Chrissi & Randi
>
> of CG Products http://www.cozygirrrl.com/aircraftparts.htm
>
> have built and 0-200 mount for a Pietenpol builder but not sure what (if
> any) the differences might be such as bolt location/pattern,
>
> oil tank neck interference, accessory case/mags/possible starter
> interference.
>
>
> Mike C.
>
>
________________________________________________________________________________
| From: | Steve Ruse <steve(at)wotelectronics.com> |
| Subject: | Re: 0-200 question |
Mike,
I can't quote any "official" sources, but I have read in the past that
the O-200 has the engine mounts in different locations than the
A-series. I'm not sure about the C-series engines.
Interestingly enough, according to the logs my GN-1 had an O-200 for
its first 7 flight hours, then it was changed to an A-75, a supposed
improvement due to "less torque". There is no mention of the mount
being changed, just the engine.
Steve Ruse
Norman, OK
Quoting "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]"
:
> Does anyone know if an 0-200 will bolt up to a Pietenpol plans-built
> Continental motor mount ? I know Chrissi & Randi
> of CG Products http://www.cozygirrrl.com/aircraftparts.htm
> have built and 0-200 mount for a Pietenpol builder but not sure
> what (if any) the differences might be such as bolt location/pattern,
> oil tank neck interference, accessory case/mags/possible starter
> interference.
>
> Mike C.
________________________________________________________________________________
| Subject: | Re: Rewey's plane-- not a Pietenpol ? |
| From: | Ryan Mueller <rmueller23(at)gmail.com> |
Mike,
It would have been Bill's Zenith CH 801, a four seat aircraft:
http://www.zenithair.com/stolch801/index1.html
Ryan
On Mon, Aug 24, 2009 at 8:28 AM, Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace
Corporation] wrote:
> Either Matthew DeFour has his facts totally wrong or this wasn=92t Bill
=92s
> Pietenpol. 2 passengers, 4 seats ? I had heard
> that Bill was/is building a Zenith perhaps=97do they make a 4 seat versio
n
> ? Too ignorant to comment about Zenith=92s
> but if this was the Pietenpol then this journalist should go back to midd
le
> school journalism class where they teach you
> to obtain the facts about an event first and foremost and to get them
> accurate and true. Maybe you guys already
> answered the question about what plane he was flying=97have not read all
of
> my e-mail yet.
>
> If this author is in fact wrong we should collectively e-mail him and ask
> him to post corrections to this story.
>
> I=92m very happy to hear that Bill and his passengers walked away=97thank
God
> for that.
>
> Mike C.
>
>
> *Only minor injuries after small plane makes emergency landing near
> Cottage Grove *
> *By MATTHEW DeFOUR
> 608-252-6144 *
> *mdefour(at)madison.com*
>
> A small airplane made an emergency landing Sunday morning in a field near
> Cottage Grove, police said.
> The pilot, William Rewey, 81, of Verona, and two passengers suffered mino
r
> injuries but were not taken to the hospital, police said. The plane was
> damaged in the landing.
> Just before 11:30 a.m., the plane had mechanical problems after taking of
f
> from Blackhawk Airfield in Cottage Grove and landed in a field on the eas
t
> side of Baxter Road.
> The plane was Rewey=92s four-seat, home-built aircraft. Home-built aircra
ft
> crash at a rate three times higher than all aircraft, according to the
> National Transportation Safety Board.
>
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
| From: | Roman Bukolt <conceptmodels(at)tds.net> |
| Subject: | Re: Rewey's plane-- not a Pietenpol ? |
It was his Zenith 801, 4 passenger plane.
On Aug 24, 2009, at 8:28 AM, Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace
Corporation] wrote:
> Either Matthew DeFour has his facts totally wrong or this wasn=92t
> Bill=92s Pietenpol. 2 passengers, 4 seats ? I had heard
> that Bill was/is building a Zenith perhaps=97do they make a 4 seat
> version ? Too ignorant to comment about Zenith=92s
> but if this was the Pietenpol then this journalist should go back to
> middle school journalism class where they teach you
> to obtain the facts about an event first and foremost and to get
> them accurate and true. Maybe you guys already
> answered the question about what plane he was flying=97have not read
> all of my e-mail yet.
>
> If this author is in fact wrong we should collectively e-mail him
> and ask him to post corrections to this story.
>
> I=92m very happy to hear that Bill and his passengers walked away=97
> thank God for that.
>
> Mike C.
>
>
> Only minor injuries after small plane makes emergency landing near
> Cottage Grove
> By MATTHEW DeFOUR
> 608-252-6144
> mdefour(at)madison.com
>
> A small airplane made an emergency landing Sunday morning in a field
> near Cottage Grove, police said.
> The pilot, William Rewey, 81, of Verona, and two passengers suffered
> minor injuries but were not taken to the hospital, police said. The
> plane was damaged in the landing.
> Just before 11:30 a.m., the plane had mechanical problems after
> taking off from Blackhawk Airfield in Cottage Grove and landed in a
> field on the east side of Baxter Road.
> The plane was Rewey=92s four-seat, home-built aircraft. Home-built
> aircraft crash at a rate three times higher than all aircraft,
> according to the National Transportation Safety Board.
>
>
________________________________________________________________________________
| From: | AMsafetyC(at)aol.com |
| Subject: | Re: Rewey's plane-- not a Pietenpol ? |
I sure wish we could get the straight scoop from Bill along with his
condition, rather than reading which appears to be misreporting and
misrepresenting the facts, that does no one any good. Certainly we the concerned
citizens of the Piet communityunity
John
________________________________________________________________________________
| From: | John Egan <johnegan99(at)yahoo.com> |
| Subject: | Re: Rewey's plane-- not a Pietenpol - no, an "801" |
Good People,=0A=0ABill finished a Zenith 801 four place last September 2008
.=C2- Earlier this summer, I visited him, and he showed me the plane. Whe
n I laughed and asked if the Pietenpol community knew about this, he kind o
f looked down and said, "no".=C2- Bill is a great guy who doesn't talk up
=C2-his accomplishments.=C2- I believe he does mention his 801 in a rec
ent article in the Pietenpol Newsletter, and there is a photo of it in the
competions section of a recent Sport Aviation magaizine.=C2- =0A=0A=0A=0A
________________________________=0AFrom: "Cuy, Michael D. (GRC-RXD0)[ASRC A
erospace Corporation]" =0ATo: "pietenpol-list@matro
nics.com" =0ASent: Monday, August 24, 2009 8:
28:23 AM=0ASubject: Pietenpol-List: Rewey's plane-- not a Pietenpol ?=0A=0A
Either Matthew DeFour has his facts totally wrong or this wasn=99t Bi
ll=99s Pietenpol.=C2-=C2- 2 passengers, 4 seats ?=C2-=C2-=C2
- I had heard=0Athat Bill was/is building a Zenith perhaps=94do the
y make a 4 seat version ?=C2-=C2-=C2-=C2- Too ignorant to comment a
bout Zenith=99s=0Abut if this was the Pietenpol then this journalist
should go back to middle school journalism class where they teach you=0Ato
obtain the facts about an event first and foremost and to get them accurate
and true.=C2-=C2- Maybe you guys already =0Aanswered the question abou
t what plane he was flying=94have not read all of my e-mail yet.=C2
-=C2- =0A=C2-=0AIf this author is in fact wrong we should collectivel
y e-mail him and ask him to post corrections to this story. =0A=0AI
=99m very happy to hear that Bill and his passengers walked away=94th
ank God for that. =0A=0AMike C. =0A=C2-=0A=C2-=0AOnly minor injuries af
ter small plane makes emergency landing near Cottage Grove =0ABy MATTHEW De
FOUR=0A608-252-6144 =0Amdefour(at)madison.com=0A=C2-=C2-=0AA small airplan
e made an emergency landing Sunday morning in a field near Cottage Grove, p
olice said.=0AThe pilot, William Rewey, 81, of Verona, and two passengers s
uffered minor injuries but were not taken to the hospital, police said. The
plane was damaged in the landing.=0AJust before 11:30 a.m., the plane had
mechanical problems after taking off from Blackhawk Airfield in Cottage Gro
ve and landed in a field on the east side of Baxter Road.=0AThe plane was R
ewey=99s four-seat, home-built aircraft. Home-built aircraft crash at
a rate three times higher than all aircraft, according to the National Tra
==========0A=0A=0A
________________________________________________________________________________
| From: | "Jack Phillips" <pietflyr(at)bellsouth.net> |
I've got the mount specs for the A65, C75, C85, and C90, which are all the
same (top mounts 7" apart, bottom mounts 10-1/2" apart, top mounts 11-9/16"
above bottom mounts, 3/8" bolts). The drawing I have for the O-200A does
not give the dimensions for the engine mount, but I don't believe they are
the same. When I put an O-200 in my Cessna 140, replacing the C85 it came
with, I had to get a new mount. I know the O-200 uses a biscuit type mount
bushing, instead of the old conical bushings used by the earlier engines.
Jack Phillips
NX899JP
_____
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Cuy, Michael
D. (GRC-RXD0)[ASRC Aerospace Corporation]
Sent: Monday, August 24, 2009 9:35 AM
Subject: Pietenpol-List: 0-200 question
Does anyone know if an 0-200 will bolt up to a Pietenpol plans-built
Continental motor mount ? I know Chrissi & Randi
of CG Products http://www.cozygirrrl.com/aircraftparts.htm
have built and 0-200 mount for a Pietenpol builder but not sure what (if
any) the differences might be such as bolt location/pattern,
oil tank neck interference, accessory case/mags/possible starter
interference.
Mike C.
________________________________________________________________________________
| From: | John Hofmann <jhofmann(at)reesgroupinc.com> |
| Subject: | Re: Rewey's plane-- not a Pietenpol ? |
Zenith 801, me thinks.
John Hofmann
Vice-President, Information Technology
The Rees Group, Inc.
2810 Crossroads Drive, Ste 3800
Madison, WI 53718
Phone: 608.443.2468 ext 150
Fax: 608.443.2474
Email: jhofmann(at)reesgroupinc.com
On Aug 24, 2009, at 8:28 AM, Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace
Corporation] wrote:
> Either Matthew DeFour has his facts totally wrong or this wasn=92t
> Bill=92s Pietenpol. 2 passengers, 4 seats ? I had heard
> that Bill was/is building a Zenith perhaps=97do they make a 4 seat
> version ? Too ignorant to comment about Zenith=92s
> but if this was the Pietenpol then this journalist should go back to
> middle school journalism class where they teach you
> to obtain the facts about an event first and foremost and to get
> them accurate and true. Maybe you guys already
> answered the question about what plane he was flying=97have not read
> all of my e-mail yet.
>
> If this author is in fact wrong we should collectively e-mail him
> and ask him to post corrections to this story.
>
> I=92m very happy to hear that Bill and his passengers walked away=97
> thank God for that.
>
> Mike C.
>
>
> Only minor injuries after small plane makes emergency landing near
> Cottage Grove
> By MATTHEW DeFOUR
> 608-252-6144
> mdefour(at)madison.com
>
> A small airplane made an emergency landing Sunday morning in a field
> near Cottage Grove, police said.
> The pilot, William Rewey, 81, of Verona, and two passengers suffered
> minor injuries but were not taken to the hospital, police said. The
> plane was damaged in the landing.
> Just before 11:30 a.m., the plane had mechanical problems after
> taking off from Blackhawk Airfield in Cottage Grove and landed in a
> field on the east side of Baxter Road.
> The plane was Rewey=92s four-seat, home-built aircraft. Home-built
> aircraft crash at a rate three times higher than all aircraft,
> according to the National Transportation Safety Board.
>
>
________________________________________________________________________________
| Subject: | Re: off topic- aircraft in movies |
| From: | "Paul N. Peckham" <peckham9(at)countryspeed.com> |
I keep telling you guys, check out "High Road to China". Its a good flick and
has the usual stuff: Boy flies airplane. Girl(!) flies airplane. Boy hates girl.
Girl hates boy. Boy saves girls life. Girl falls in love with boy. Plus,
there is the usual shootings, bombings, (from a Stampe biplane no less) and
other mayhem. They even manage to bomb a Afgan village they were escaping from.
Boy, some things never change.
Paul
"The Pietenpol is slow, but the earth is patient"
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259285#259285
________________________________________________________________________________
| Subject: | Re: 0-200 question |
| From: | "Terry Bowden" <barnstmr(at)aol.com> |
Here is some info on engine mount spacers. O200-A engines use large rubber "Lord"
mount isolators. The A65, A75, C75, C85, C90 all use small cone shaped rubber
mount isolators.
To convert and O200A engine to fit the same as one of these other engines, you
can machine some aluminum bushings to accept the small rubber cones. See photos
attached... they will tell the story. I can help with a drawing of these bushings.
--------
Pietenpol A-75 "HopGrasser"
Taylorcraft BC12-D N95598
Curtiss Robin C-1 NR82H
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259286#259286
Attachments:
http://forums.matronics.com//files/adapter1_174.jpg
http://forums.matronics.com//files/after_130.jpg
http://forums.matronics.com//files/adapterbeforeafter_489.gif
________________________________________________________________________________
| From: | Michael Perez <speedbrake(at)sbcglobal.net> |
| Subject: | Fuselage building and material |
Group, I am gearing up slowly to build the fuselage. I have a couple questi
ons:
-
On the fuselage print, (original, not the long version print) There is a no
te to add wedge blocks at the joints at the bottom of the fuselage. Are-t
he locations shown-the only locations for these wedges, or are we to add
them at every joint location on the entire fuselage? (top, bottom and side
joints, or bottom only?)
-
I would like to buy my plywood as well and am curious as to what "quality"
is needed. I have found some at other Internet places and the prices are at
least half, if not better, then Aircraft Spruce. No mention at all about a
ircraft quality, but it is 3 ply birch. Should I be concerned with the plyw
ood used on the fuselage and pay- for the high priced stuff from Aircraft
Spruce, or is it safe to use other 3 ply birth on the fuselage?
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
Thanks Jack-good info. And thanks Terry too.
From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-lis
t-server(at)matronics.com] On Behalf Of Jack Phillips
Sent: Monday, August 24, 2009 10:54 AM
Subject: RE: Pietenpol-List: 0-200 question
I've got the mount specs for the A65, C75, C85, and C90, which are all the
same (top mounts 7" apart, bottom mounts 10-1/2" apart, top mounts 11-9/16"
above bottom mounts, 3/8" bolts). The drawing I have for the O-200A does
not give the dimensions for the engine mount, but I don't believe they are
the same. When I put an O-200 in my Cessna 140, replacing the C85 it came
with, I had to get a new mount. I know the O-200 uses a biscuit type mount
bushing, instead of the old conical bushings used by the earlier engines.
Jack Phillips
NX899JP
________________________________
From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-lis
t-server(at)matronics.com] On Behalf Of Cuy, Michael D. (GRC-RXD0)[ASRC Aerosp
ace Corporation]
Sent: Monday, August 24, 2009 9:35 AM
Subject: Pietenpol-List: 0-200 question
Does anyone know if an 0-200 will bolt up to a Pietenpol plans-built Contin
ental motor mount ? I know Chrissi & Randi
of CG Products http://www.cozygirrrl.com/aircraftparts.htm
have built and 0-200 mount for a Pietenpol builder but not sure what (if a
ny) the differences might be such as bolt location/pattern,
oil tank neck interference, accessory case/mags/possible starter interfere
nce.
Mike C.
http://www.matronics.com/Navigator?Pietenpol-List
http://forums.matronics.com
http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | Re: 0-200 question |
SWEET Terry.....nice photo of those adapters. If I get to that point I might
bug you for
those drawings so we can make some up.
Wonder what size wood prop would work well with an 0-200 ? If this materializes
I would
not go with a metal prop despite their better performance as compared to wood.
(couldn't bring myself to use a metal prop on a Piet....though I'd love the extra
performance)
Mike C.
________________________________________________________________________________
| Subject: | Rewey's plane-- not a Pietenpol ? |
| From: | "Bill Church" <eng(at)canadianrogers.com> |
I read recently that Bill finished building a Zenith 801, which is a
four-seater, high wing STOL aircraft.
Basically a larger version of the 701 - a plane that has a nice
personality.
So, maybe we better hold off on the email barrage.
Bill C.
________________________________
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Cuy,
Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]
Sent: Monday, August 24, 2009 9:28 AM
Subject: Pietenpol-List: Rewey's plane-- not a Pietenpol ?
Either Matthew DeFour has his facts totally wrong or this wasn't Bill's
Pietenpol. 2 passengers, 4 seats ? I had heard
that Bill was/is building a Zenith perhaps-do they make a 4 seat version
? Too ignorant to comment about Zenith's
but if this was the Pietenpol then this journalist should go back to
middle school journalism class where they teach you
to obtain the facts about an event first and foremost and to get them
accurate and true. Maybe you guys already
answered the question about what plane he was flying-have not read all
of my e-mail yet.
If this author is in fact wrong we should collectively e-mail him and
ask him to post corrections to this story.
I'm very happy to hear that Bill and his passengers walked away-thank
God for that.
Mike C.
Only minor injuries after small plane makes emergency landing near
Cottage Grove
By MATTHEW DeFOUR
608-252-6144
mdefour(at)madison.com
A small airplane made an emergency landing Sunday morning in a field
near Cottage Grove, police said.
The pilot, William Rewey, 81, of Verona, and two passengers suffered
minor injuries but were not taken to the hospital, police said. The
plane was damaged in the landing.
Just before 11:30 a.m., the plane had mechanical problems after taking
off from Blackhawk Airfield in Cottage Grove and landed in a field on
the east side of Baxter Road.
The plane was Rewey's four-seat, home-built aircraft. Home-built
aircraft crash at a rate three times higher than all aircraft, according
to the National Transportation Safety Board.
________________________________________________________________________________
| Subject: | Fuselage building and material |
| From: | "Bill Church" <eng(at)canadianrogers.com> |
Regarding the wedge blocks, I believe they are only required at the two
locations shown, as reinforcement for landing gear attachment. Some
builders have opted to use lightweight balsa filler wedges in other
locations, to avoid water collection in the pockets (not a bad idea).
Regarding plywood, one important feature of Aircraft grade plywood is
that it is manufactured using waterproof (actually boilproof) glues.
This will prevent the plies from delaminating, should the wood somehow
become soaked with water. An economical alternative to Aircraft grade
plywood for the fuselage sides is the use of BS1088 or BS6566 Okoume
Marine Ply (Okoume is a mahogany-like tropical wood). While it is not
quite as strong as Aircraft ply made of Birch, it is apparently strong
enough for this purpose, and is manufactured using waterproof (also
boilproof) glues. In addition to the lower cost, it is also lighter (in
weight, as well as color) than Birch, and available in 4' x 8' sheets.
A couple of sources for Okoume Marine Ply:
http://www.noahsmarine.com/
http://www.boulterplywood.com/
Bill C.
________________________________________________________________________________
| From: | Ameet Savant <ameetsavant(at)yahoo.com> |
| Subject: | Re: spiral grain definition |
Oscar,
According to scientists who have done the research and published papers on this
stuff, wood is an anisotropic/orthotropic material. In other words, its properties
(mainly concerning strength) differ with the direction of loading.
The US forestry service also has some documents about this. http://www.fs.fed.us/
Given that, I do believe grain orientation is important for strength.
Please see the attached document as well. I can't remember where I got this document
from anymore, but I carry it in my jump drive for reference for just situations
like these ;)
Thanks
Ameet
PS- sorry Tom, don't mean to hijack your spiral grain thread. This will be my last
post on this issue as I have expended all that I know in this email. :)
--- On Sun, 8/23/09, Oscar Zuniga wrote:
> With spiral grained wood, or wood that does not have the
> grain perpendicular to the direction of loading, changes
> in moisture content will warp the structural member and
> introduce distortion or tend to pull glue joints apart.
>
> Is this the only reason we care about the grain
> orientation?
> As I understand it, it's not about strength.
________________________________________________________________________________
| Subject: | Re: 0-200 question |
| From: | "Terry Bowden" <barnstmr(at)aol.com> |
Mike - on Props for the O200
Check the "Legend Cub" website. Sensenich is making 2 experimental props for them
and would be right for the Pietenpol.
Jack - on the Engine mount dimensions. A65-8, C85-8, C90-8 all have the same engine
mount footprint as the C85-12, C90-12, and O-200A except the O200A is rigged
up for the "Lord" rubbers. The -12 and O200A engines all have a larger accessory
case to allow use of the Starter and Generator.
If you are trying to run a Starter and Generator on the back of an O200, it might
be a problem trying to use an A65/C85-8 mount. I am not sure - need to make
measurements. But if you are planning to block off the starter and generator
plates on the back of the O-200, the A65/C85-8 mount should work just fine.
Also... If the mount already works for a C85-12 with accessories, it will work
with an O200 with accessories.
You do not have to convert the O-200 to use those machined conical bushings. They
will work on the A65/C85 mount. But if you already have a cowling made to
fit the A65 / C85-8, you will have to deal with the engine being located about
3/4 inch farther forward when using the "Lord" mounts. Thats where the machined
bushings are most helpful. You can use them to upgrade an A65 airplane to
an O-200 with minimal trimming on the cowl, etc..
--------
Terry L. Bowden
254-715-4773
http://terry-bowden.blogspot.com/
Pietenpol A-75 "HopGrasser"
Taylorcraft BC12-D N95598
Curtiss Robin C-1 NR82H
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259306#259306
________________________________________________________________________________
| Subject: | Re: spiral grain definition |
| From: | Ryan Mueller <rmueller23(at)gmail.com> |
Tom,
The 'approved' data for grading wood is AC 43.13, ANC-19 (Wood Aircraft
Inspection and Fabrication), and Mil Spec 6073. Here is a link to Chapter 1
of AC 43.13 from the FAA's site, which is the chapter that covers wood
structures (not much there):
http://rgl.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY/RGADVISORYCIRCULAR.NSF/0/99c827db9baac81b86256b4500596c4e/$FILE/Chapter%2001.pdf
Here is a link to an online digitized copy of ANC-19, Wood Aircraft
Inspection and Fabrication. I think starting around page 118 is where they
deal with grading wood:
http://babel.hathitrust.org/cgi/pt?id=mdp.39015011856757
Finally, here is a link to a gov't website where you can retrieve a copy of
Mil Spec 6073. It's not the most legible copy, but you might be able to
glean something from it:
http://assist.daps.dla.mil/quicksearch/basic_profile.cfm?ident_number=5780
Hope that helps.....
Ryan
On Sun, Aug 23, 2009 at 10:24 PM, TOM MICHELLE BRANT wrote:
> Gary and others,
>
> Thanks for the responses on spiral grain, but I'm not sure you're
> understanding my question - By no means am I trying to shortcut anything or
> use substandard material - I'm just confused about the requirements -
> hopefully the following will clarify my question.
>
> Both boards I purchased have well over 6 grains per inch. The both have
> vertical end grain (1 has grain about 15-20 degrees from vertical - anything
> under 45 deg. is within specifications). Both have met the 1 in 15 runout
> rule (more like 1 in 30 worst case) - this is the grain slope as measured on
> the face (widest part) of the board. So based on this, all is good.
>
> Where I get fuzzy is reading the EAA book "Wood". They show an example
> piece which has end grain nearing 45 deg. and due to this, it also has an
> edge grain. This is the first time I mentioned edge grain. This is where
> they say something to the affect of 'if the face grain runs out 1 in 20 and
> the edge grain runs out 1 in 16, then you must use a formula to determine
> actual slope because this is a spiral grain condition'.
>
> The point I'm trying to make is where the grain is near perfectly vertical
> - Does it also need to have edge grain? If so, I don't see how this is
> physically possible except at the point where the face grain runs out.
>
> I don't know if this makes any sense - Tomorrow I can try to clarify with
> pictures or drawings or something.
>
> Thanks,
>
> Tom B.
>
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | Re: 0-200 question |
You do not have to convert the O-200 to use those machined conical
>bushings. They will work on the A65/C85 mount. But if you already have
>a cowling made to fit the A65 / C85-8, you will have to deal with the
>engine being located about 3/4 inch farther forward when using the
>"Lord" mounts. Thats where the machined bushings are most helpful. You
>can use them to upgrade an A65 airplane to an O-200 with minimal
>trimming on the cowl, etc..
Terry-- outstanding info-- thank you. In Ryan's post he shows where Harry Fenton
said you would need to make ~ 2" long bushings on an 0-200 to make it "fit" a previously
cowled A-65. Is the purpose of those machined bushings to adapt to the Lord mount
rubber bushings or to be able to use the old cone shaped A-65 bushings ? I'm
close
to understanding this-- thank you guys so much for such generous answering of questions.
This list is filled with knowledgeable people...and a few infidels (in whom I love
to associate with:)
________________________________________________________________________________
| Subject: | Re: 0-200 question |
| From: | "Terry Bowden" <barnstmr(at)aol.com> |
Mike,
When you use the machined bushings, they allow the O200 to use the A65 style conical
rubber isolators.
There is someone on Ebay selling those machined bushings for approx. $150 for a
set of 8 (enough for one engine install).
Regards,
Terry B
--------
Terry L. Bowden
254-715-4773
http://terry-bowden.blogspot.com/
Pietenpol A-75 "HopGrasser"
Taylorcraft BC12-D N95598
Curtiss Robin C-1 NR82H
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259317#259317
Attachments:
http://forums.matronics.com//files/install2_373.jpg
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | 85th Anniversary of Pietenpol design-- will YOU be there |
with your Pietenpol ?
Normally my posts are =BD in fun, =BD serious but I really would like to kn
ow by way of an informal
straw poll two things.
A) Who of you is on serious track to have your new flying Pietenpols
at Brodhead in 2010
and
B) Who of you believe you will have your new Pietenpols flying in 5 ye
ars for the 85th Piet Anniversary.
I'm excited about the new crop of Pietenpols in the making in various place
s thru the country, Canada (Bill Church)
and elsewhere coming along.
Mike C.
________________________________________________________________________________
| From: | stephen labash <slabash(at)hotmail.com> |
I am 240 #=2C 6' 3". I plan to add 2 in. in height and depth and 10 in in.
length. I plan to carry the copilot dimensions back to pilot station. Thi
s gives pilot station height of 26 in. and width of 25 1/4 in. The arm of
the c.g. for pilot has not changed as distance from front of fuselage to pi
lot station has not changed. I extended the fuselage from the pilot statio
n (#4) to tail post (#7) 10 inches. Comments appreciated. Big Steve.
_________________________________________________________________
With Windows Live=2C you can organize=2C edit=2C and share your photos.
http://www.windowslive.com/Desktop/PhotoGallery
________________________________________________________________________________
| From: | AMsafetyC(at)aol.com |
| Subject: | Re: 85th Anniversary of Pietenpol design-- will YOU be |
there ...
I am on the perpetual 2 year moving schedule, but the 85 year sounds
better than doable to make Brodhead, Lord willing and the creeks don't rise
John
safe in the morning
________________________________________________________________________________
| From: | "TOM STINEMETZE" <TOMS(at)mcpcity.com> |
| Subject: | Re: 85th Anniversary of Pietenpol design-- will YOU be |
there with your Pietenpol ?
Mike:
If I don't have my Piet ready in time for the 85th - I will be
seriously depressed.
Tom Stinemetze
McPherson, KS.
'bout finished with the fuse and ready to start the wings
>>> "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]"
8/24/2009 1:39 PM >>>
Normally my posts are in fun, serious but I really would like to
know by way of an informal
straw poll two things.
Who of you is on serious track to have your new flying Pietenpols at
Brodhead in 2010
and
Who of you believe you will have your new Pietenpols flying in 5 years
for the 85th Piet Anniversary.
________________________________________________________________________________
| Subject: | Solid aluminum wheel hubs........ |
| From: | "TOPGUN" <rmdinfo(at)lakefield.net> |
Just got done machining some solid aluminum wheel hubs with built in brake disc
mounts, turned out awesome!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259324#259324
Attachments:
http://forums.matronics.com//files/cimg1735_149.jpg
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | Big Steve's Jumbo fuselage |
Steve-may I ask what engine you're planning on using ? Are you consid
ering making the wing longer by chance ?
From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-lis
t-server(at)matronics.com] On Behalf Of stephen labash
Sent: Monday, August 24, 2009 2:41 PM
Subject: Pietenpol-List: Jumbo fuselagee
I am 240 #, 6' 3". I plan to add 2 in. in height and depth and 10 in in. le
ngth. I plan to carry the copilot dimensions back to pilot station. This
gives pilot station height of 26 in. and width of 25 1/4 in. The arm of th
e c.g. for pilot has not changed as distance from front of fuselage to pilo
t station has not changed. I extended the fuselage from the pilot station
(#4) to tail post (#7) 10 inches. Comments appreciated. Big Steve.
________________________________
With Windows Live, you can organize, edit, and share your photos. Click her
e.<http://www.windowslive.com/Desktop/PhotoGallery>
________________________________________________________________________________
| Subject: | Re: 85th Anniversary of Pietenpol design-- will YOU be |
there with your Pietenpol ?
| From: | helspersew(at)aol.com |
Mike,
I am on track to fly mine triumphantly into Brodhead in 2010. As of yester
day I=C2-am=C2-finishing all the silver brush coats on my completed co
vering job (1.7 oz.) Barring any really unforeseen circumstances, I will
be there, after a 12 year odyssey. Douwe Blumberg and I are planning to
arrive tgether.
Dan Helsper
Poplar Grove, IL.
P.S. Please pray for me.=C2-=C2- J. Markle is coming over here tomorro
w for a visit. Never met him, but I have heard stories................
-----Original Message-----
From: Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation] <michael.d.cu
y(at)nasa.gov>
Sent: Mon, Aug 24, 2009 1:39 pm
Subject: Pietenpol-List: 85th Anniversary of Pietenpol design-- will YOU
be there with your Pietenpol ?
Normally my posts are =C2=BD in fun, =C2=BD serious but I really would lik
e to know by way of an informal
straw poll two things.
=C2-
=C2- Who of you is on serious track to have your new flying Pietenpols
at Brodhead in 2010
and
=C2-
Who of you believe you will have your new Pietenpols flying in 5 years for
the 85th Piet Anniversary.
=C2-
=C2-
I=99m excited about the new crop of Pietenpols in the making in vari
ous places thru the country, Canada (Bill Church)
and elsewhere coming along.
=C2-
Mike C.
=C2-
=C2-
=C2-
=C2-
===================3D=====
-= - The Pietenpol-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
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-= --> http://www.matronics.com/Navigator?Pietenpol-List
-
-========================
========================
===========
-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
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-= --> http://forums.matronics.com
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-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
========================
===========
________________________________________________________________________________
| From: | "Lagowski Morrow" <jimdeb(at)charter.net> |
| Subject: | Re: 85th Anniversary of Pietenpol design-- will YOU be |
there with your Pietenpol ?
Mike, I'll try again for 2010. Between weather and my wife's medical
status didn't make Brodhead this year--Jim Lagowski, N.W. Mich, NX221PT
with ~30 hours.
----- Original Message -----
From: Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]
To: pietenpol-list(at)matronics.com
Sent: Monday, August 24, 2009 2:39 PM
Subject: Pietenpol-List: 85th Anniversary of Pietenpol design-- will
YOU be there with your Pietenpol ?
Normally my posts are =BD in fun, =BD serious but I really would like
to know by way of an informal
straw poll two things.
1.. Who of you is on serious track to have your new flying
Pietenpols at Brodhead in 2010
and
2.. Who of you believe you will have your new Pietenpols flying in 5
years for the 85th Piet Anniversary.
I'm excited about the new crop of Pietenpols in the making in various
places thru the country, Canada (Bill Church)
and elsewhere coming along.
Mike C.
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
08/19/09 18:06:00
________________________________________________________________________________
| From: | Jim Markle <jim_markle(at)mindspring.com> |
| Subject: | Re: 85th Anniversary of Pietenpol design-- will YOU be |
there with your Pietenpol ?
I'm moving ahead for an early spring 2010 first flight...if not, then at least
Brodhead....
Jim in Pryor
-----Original Message-----
From: "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]"
Sent: Aug 24, 2009 2:39 PM
Subject: Pietenpol-List: 85th Anniversary of Pietenpol design-- will YOU be there
with your Pietenpol ?
Normally my posts are in fun, serious but I really would like to know by way
of an informal
straw poll two things.
Who of you is on serious track to have your new flying Pietenpols at Brodhead
in 2010
and
Who of you believe you will have your new Pietenpols flying in 5 years for the
85th Piet Anniversary.
Im excited about the new crop of Pietenpols in the making in various places thru
the country, Canada (Bill Church)
and elsewhere coming along.
Mike C.
________________________________________________________________________________
| From: | Jim Markle <jim_markle(at)mindspring.com> |
| Subject: | Re: 85th Anniversary of Pietenpol design-- will YOU be |
there with your Pietenpol ?
Hide the silverware....
-----Original Message-----
From: helspersew(at)aol.com
Sent: Aug 24, 2009 3:35 PM
Subject: Re: Pietenpol-List: 85th Anniversary of Pietenpol design-- will YOU be
there with your Pietenpol ?
Mike,
I am on track to fly mine triumphantly into Brodhead in 2010. As of yesterday I
am finishing all the silver brush coats on my completed covering job (1.7 oz.)
Barring any really unforeseen circumstances, I will be there, after a 12 year
odyssey. Douwe Blumberg and I are planning to arrive tgether.
Dan Helsper
Poplar Grove, IL.
P.S. Please pray for me. J. Markle is coming over here tomorrow for a visit.
Never met him, but I have heard stories................
-----Original Message-----
From: Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation] <michael.d.cuy(at)nasa.gov>
Sent: Mon, Aug 24, 2009 1:39 pm
Subject: Pietenpol-List: 85th Anniversary of Pietenpol design-- will YOU be there
with your Pietenpol ?
Normally my posts are in fun, serious but I really would like to know by way
of an informal
straw poll two things.
Who of you is on serious track to have your new flying Pietenpols at
Brodhead in 2010
and
Who of you believe you will have your new Pietenpols flying in 5 years for the
85th Piet Anniversary.
Im excited about the new crop of Pietenpols in the making in various places thru
the country, Canada (Bill Church)
and elsewhere coming along.
Mike C.
===================================
t" target=_blank>http://www.matronics.com/Navigator?Pietenpol-List
===================================
vailable via the Web Forums!
tp://forums.matronics.com
===================================
_blank>http://www.matronics.com/contribution
===================================
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | 85th Anniversary of Pietenpol design-- will YOU be |
there with your Pietenpol ?
that's great--- we can look forward to seeing Douwe and Dan's new Pietenpols in
2010.
Since the weather held me back a full two days from arriving Thursday afternoon
at Brodhead
I am already planning on next year and getting there a bit early (probably by car)
to enjoy
what I didn't get to enjoy this year.
Was only there on the grounds 20 hours or so-- at best at Brodhead. Not enough.
Mike C.
And OSCAR ???????????????????????????? Hmmmmmmmmm ????????????? Oscar with
his spanking
new 75 horse engine Oscar--- yes THAT Oscar ? What say YE regarding 2010 ?
And Corky-- the
Gentleman from Louisiana-- will we ever get to meet you and your bride Isabelle--even
iffith you
commeth by car or camper ?
________________________________________________________________________________
| Subject: | Re: 85th Anniversary of Pietenpol design-- will YOU be |
there wi
| From: | "K5YAC" <hangar10(at)cox.net> |
Lord help you.
--------
Mark - working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259328#259328
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | Markle's visiting Helsper ? |
Rmlyc3Qgb2ZmLCBsb2NrIHVwIGFsbCB5b3VyIHZhbHVhYmxlcy4gICAgU2Vjb25kbHkgaWYgeW91
ciB3aWZlIGlzIHJlYWxseSBwcmV0dHktLSBnZXQNCmhlciBvdXQgb2YgdGhlIGNvdW50eSB3aGls
ZSBKaW0gdmlzaXRzLiANCg0KRG9uJ3QgbGVhdmUgeW91ciB3YWxsZXQgbHlpbmcgYXJvdW5kIGFu
ZCBsb2NrIHVwIGFueSB2YWx1YWJsZSBoYW5kIHRvb2xzLCBzdHJhaWdodC1ncmFpbmVkDQpzaXRr
YSBzcHJ1Y2UgYW5kIGEvYyBxdWFsaXR5IHBseXdvb2Qgb3IgQU4gaGFyZHdhcmUuICAgDQoNCkdv
b2QgTG9yZCwgd2UnZCBiZXR0ZXIgcHJheSBmb3IgeW91IERhbi4gICBZb3UndmUgTkVWRVIgbWV0
IFRIRSBKaW0gTWFya2xlID8NCg0KDQoNCg0K
________________________________________________________________________________
| Subject: | Re: Solid aluminum wheel hubs........ |
| From: | "K5YAC" <hangar10(at)cox.net> |
WOW WEEE!! Those are cool!!
--------
Mark - working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259336#259336
________________________________________________________________________________
| Subject: | Re: Markle's visiting Helsper ? |
| From: | "K5YAC" <hangar10(at)cox.net> |
What Mike said... no kidding... he's serious.
--------
Mark - working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259337#259337
________________________________________________________________________________
| Subject: | Re: 85th Anniversary of Pietenpol design-- will YOU be |
there wit
| From: | "K5YAC" <hangar10(at)cox.net> |
Seriously? Not in 2010... absolutely plan to make the 85th.
I would really like to make the 82nd, but if not, I won't be too disappointed.
--------
Mark - working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259338#259338
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | Re: Markle's visiting Helsper ? |
And if you go out for dinner with Jim beware if all of a sudden he has to go to
the men's
room just before the check arrives----then you never see him again.
When did Jim get on the work-release program ? I'll bet that ankle bracelet
gets all
sweaty on hot days in Oklahoma Jim.
Ah, I can't run Jim like this into the ground-- he's a great guy. You'll enjoy
him and
he's got a good sense of humor.
________________________________________________________________________________
| Subject: | Re: Markle's visiting Helsper ? |
| From: | "K5YAC" <hangar10(at)cox.net> |
See... you shouldn't encourage him Mike. He was doing good.
--------
Mark - working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259347#259347
________________________________________________________________________________
| Subject: | Re: Markle's visiting Helsper ? |
| From: | "Terry Bowden" <barnstmr(at)aol.com> |
I can attest that he will eventually return your tools. But you might have to
wait until he sells his farm and has to pack up to move. Only then might he run
across your Nicopress Squeezer somewhere in his shop.
You know we are just trying to push your buttons Jim.
I still haven't had the chance to squeeze any sleeves... but dad gummit... I am
getting back on the Piet this Fall no matter what!
Terry
--------
Terry L. Bowden
254-715-4773
http://terry-bowden.blogspot.com/
Pietenpol A-75 "HopGrasser"
Taylorcraft BC12-D N95598
Curtiss Robin C-1 NR82H
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259348#259348
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | squeezing sleeves |
I LOVE my nicopress squeezing tool. It was well worth the $185 bucks or whatever
it cost me.
I just had to replace a few cables before Brodhead and man...does that thing ever
do a nice job.
I had to look back at my Tony Bingelis books to see what order you do the squeezing
on the 1/8"
three- squeeze jobs.
Love Tony's suggestion of cutting off/ nipping off the sharp ends of the thimbles
too so you can
get a nice tight fit of the thimble up against the nicopress sleeve.
Two of the best tools I've ever purchased for the Pietenpol-- the nicopress tool
and cable cutters.
I rarely, rarely loan either of those out.
________________________________________________________________________________
| Subject: | Re: squeezing sleeves |
| From: | "K5YAC" <hangar10(at)cox.net> |
Jim, if you are reading this... can I borrow your borrowed Nicopress squeezer?
LOL!
The EAA guys over here told me not to buy any tools... everything I need should
be on the field. That was nice of them, but there is more of a story to be told
when using "hot" tools. I've got a hard drive I'll trade ya for a deposit.
Ha ha!
--------
Mark - working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=259354#259354
________________________________________________________________________________
| From: | AMsafetyC(at)aol.com |
| Subject: | Re: Markle's visiting Helsper ? |
Hey,
Why is Markel wearing a head set to drive the farm jeep around the
property? is that some kind of new requirement for farming or cant her hear the
C&W station on the radio over the missing muffler?
Jimmy you got a lot of splainin to do.
John
________________________________________________________________________________
| From: | Jim Markle <jim_markle(at)mindspring.com> |
| Subject: | Re: Markle's visiting Helsper ? |
I agree with Mike, that Nicopress is THE best tool ever! I was really spoiled
to get to use Terry's (and thanks Terry!). I rushed out to buy another one after
I sent his back but didn't want to spend the $185 so I bought one of those
little 2 bolt-tighten it down types. I've found that it's (at least for me)
a bit trickier to use but seems to do the same good job.
I've also found that for cutting cable, I have had good success with sliding a
piece of heat shrink tubing over the cable, then heating it up to shrink it nice
and tight and using a Dremel. I use a really thin cutoff disk in a Dremel
at about the mid point of the shrink tubing. The result is a nice smooth cut
on both ends that's already covered up.
By the way, Max Davis (I hope he doesn't mind me telling this...) just got the
DAR signoff on his Piet (in West Texas) last Saturday! His dad has done most
of the work on it so now it's time for Max to get busy flying off the hours!
I think that's pretty exciting.
And this is great news because.....before we know it there will be a LOT more Air
Campers in the Oklahoma/Texas/Kansas/Arkansas area....and we'll be planning
a get together....so get busy Terry, we'll want you there too!!! :-)
jm
-----Original Message-----
>From: Terry Bowden <barnstmr(at)aol.com>
>Sent: Aug 24, 2009 4:30 PM
>To: pietenpol-list(at)matronics.com
>Subject: Pietenpol-List: Re: Markle's visiting Helsper ?
>
>
>I can attest that he will eventually return your tools. But you might have to
wait until he sells his farm and has to pack up to move. Only then might he
run across your Nicopress Squeezer somewhere in his shop.
>
>You know we are just trying to push your buttons Jim.
>
>I still haven't had the chance to squeeze any sleeves... but dad gummit... I am
getting back on the Piet this Fall no matter what!
>
>Terry
>
>--------
>Terry L. Bowden
>254-715-4773
>http://terry-bowden.blogspot.com/
>Pietenpol A-75 "HopGrasser"
>Taylorcraft BC12-D N95598
>Curtiss Robin C-1 NR82H
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=259348#259348
>
>
________________________________________________________________________________
| From: | "TOM STINEMETZE" <TOMS(at)mcpcity.com> |
| Subject: | Re:Cable cutting |
When I was just getting started making up my control cables, somebody on
this list told me a really simple way to cut cables that works GREAT and
leaves no frayed ends. Put a single wrap of masking tape around the cable
with the center of the tape being where the cut is to be made. Lay the
cable on a hard metal surface (metal plate - top of vice, etc.) and use a
sharp cold chisel. A single whack with a relatively light hammer will
sever the cable cleanly and leave both ends neatly wrapped with masking
tape. The tape adds so little extra to the cable that the Nicopress
sleeves will slip on right over it leaving no nasty loose wires to poke
you in the fingers. You don't have to take the tape off until the
connection is complete. THEN you finish it off with the heat shrink
tubing. I don't believe that using heat shrink tubing instead of masking
tape will let you do this.
Tom Stinemetze
McPherson, KS.
________________________________________________________________________________
| From: | Roman Bukolt <conceptmodels(at)tds.net> |
--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
in their client's default configuration. If you're using
HOTMAIL, please see your email application's settings
and switch to a default mail option that uses "Plain Text".
--- MIME Errors No Plain-Text Section Found ---
________________________________________________________________________________
| From: | Roman Bukolt <conceptmodels(at)tds.net> |
| Subject: | About Bill's Landing |
Here's the real story.
________________________________________________________________________________
| Subject: | 85th Anniversary of Pietenpol design-- will YOU be |
there with your Pietenpol ?
| From: | "Bill Church" <eng(at)canadianrogers.com> |
Well, since my name was specifically mentioned, I better respond.
Next year ain't gonna happen fo me.
5 years from now... well that IS a possibility (barring "life" getting
in the way) - especially since I've recently located my engine (just
need to get down to Georgia to pick it up). I've been at this project
for 4 1/2 years now, and back when I began it I said that it should take
5 to 10 years to complete, so that would still be on track. I think
having a powerplant sitting in the garage should be a morale booster and
inspiration to "get 'er done".
Bill Church
(infidel from Canada)
________________________________________________________________________________
| From: | airlion <airlion(at)bellsouth.net> |
| Subject: | Re: 85th Anniversary of Pietenpol design-- will YOU be |
there with your Pietenpol ?
Where are you getting your engine in Ga? I am in Lagrange where I am building my
Piet and if you need a place to stay then call me. My phone is 706 594 3811
________________________________
From: Bill Church <eng(at)canadianrogers.com>
Sent: Monday, August 24, 2009 6:56:00 PM
Subject: RE: Pietenpol-List: 85th Anniversary of Pietenpol design-- will YOU be
there with your Pietenpol ?
Well, since my name was specifically mentioned, I better
respond.
Next year ain't gonna happen fo me.
5 years from now... well that IS a possibility (barring "life"
getting in the way) - especially since I've recently located my engine (just
need to get down to Georgia to pick it up). I've been at this project for 4 1/2
years now, and back when I began it I said that it should take 5 to 10 years to
complete, so that would still be on track. I think having a powerplant sitting
in the garage should be a morale booster and inspiration to "get 'er
done".
Bill Church
(infidel from Canada)
________________________________________________________________________________
| Subject: | Re: About Bill's Landing |
| From: | amsafetyc(at)aol.com |
Thanks for the update glad Bill and his young Eagles are okay
John
Sent from my Verizon Wireless BlackBerry
-----Original Message-----
From: Roman Bukolt <conceptmodels(at)tds.net>
Date: Mon, 24 Aug 2009 17:35:00
Subject: Pietenpol-List: About Bill's Landing
Here's the real story.
________________________________________________________________________________
| From: | shad bell <aviatorbell(at)yahoo.com> |
| Subject: | Re: Rewey's plane-- not a Pietenpol ? |
EXPERIMENTALS HAVE A HIGHER ACCIDENT RATE!!????, OH NO, I QUIT!- Just kid
ding, engines fail, not if just when.- Even the regional jets I work on h
ave had in flight shut downs,- many due to uncommanded "rollback" (back t
o idle) signals from the FADEC.- Bill did fine, thats what you do when th
e fan stops.- And hearing this story reminds me of my father's timeless w
ords, "Don't save the airplane, just put it down where you will walk away,
we can always build another one."- It sounds like-Bill is in good spiri
ts, and- I am glad to hear everyone is all right, and hopefully the kids
still like flying.-
-
Keep Em Flying,
Shad=0A=0A=0A
________________________________________________________________________________
| From: | shad bell <aviatorbell(at)yahoo.com> |
| Subject: | Flying behind a silent Corvair |
Hey Fellow Piet'ers, I had fun flying the past few days, racking up almost
4 hrs of just enjoying the nice weather untill,- I finnally found out how
quiet a piet is when the engine stops in flight................wait for it
.......wait for it (waiting for the corvair haters to sling some mud).- B
ut, I shut it off just to see what it was like.- I climbed up to 4000ft,
about 3000agl, and shut her down, and was just enjoying the silence, and co
mparing the sink rate and feeling with the prop stopped.- It seemed to gl
ide a little better shut down than with the engine at idle, but maybe it ju
st seemed longer.- Anyway after loosing 1000ft I hit the starter button a
nd she lurched forward like a rocket at only 1/4 throttle.- I figured I w
ould rather experiance the dead stick the 1st time when I expected it, and
not be supprized.- I have had a blast trying to burn the remaining 130 ga
l of 100LL I bought for the year, I only have 2-3 months and then it's just
too cold.-
-
Enjoy those aircraft engines, they are good too, They better be, my project
is a small bipe with only 16ft span and it has a lyc, our cassutt will nee
d a 0-200, and both glide like a streamlined crowbar.
-
Shad
Corvair: "Unsafe at any speed" he he he=0A=0A=0A
________________________________________________________________________________
| From: | airlion <airlion(at)bellsouth.net> |
| Subject: | Re: Flying behind a silent Corvair |
Shad, how about "unsafe at any altitude" He He He. Gardiner
________________________________
From: shad bell <aviatorbell(at)yahoo.com>
Sent: Monday, August 24, 2009 8:48:03 PM
Subject: Pietenpol-List: Flying behind a silent Corvair
Hey Fellow Piet'ers, I had fun flying the past few days, racking up almost 4 hrs
of just enjoying the nice weather untill, I finnally found out how quiet a
piet is when the engine stops in flight................wait for it.......wait
for it (waiting for the corvair haters to sling some mud). But, I shut it off
just to see what it was like. I climbed up to 4000ft, about 3000agl, and shut
her down, and was just enjoying the silence, and comparing the sink rate and
feeling with the prop stopped. It seemed to glide a little better shut down
than with the engine at idle, but maybe it just seemed longer. Anyway after loosing
1000ft I hit the starter button and she lurched forward like a rocket at
only 1/4 throttle. I figured I would rather experiance the dead stick the 1st
time when I expected it, and not be supprized. I have had a blast trying to
burn the remaining 130 gal of 100LL I bought for the year, I only have 2-3 months
and then it's just too
cold.
Enjoy those aircraft engines, they are good too, They better be, my project is
a small bipe with only 16ft span and it has a lyc, our cassutt will need a 0-200,
and both glide like a streamlined crowbar.
Shad
Corvair: "Unsafe at any speed" he he he
________________________________________________________________________________
| From: | TOM MICHELLE BRANT <tmbrant(at)msn.com> |
| Subject: | Flying behind a silent Corvair |
takes guts - I've always thought about trying it for the same reason - to e
xperience it when you expect it. You may have just inspired me... Or mayb
e not.
Tom B.
Date: Mon=2C 24 Aug 2009 17:48:03 -0700
From: aviatorbell(at)yahoo.com
Subject: Pietenpol-List: Flying behind a silent Corvair
Hey Fellow Piet'ers=2C I had fun flying the past few days=2C racking up alm
ost 4 hrs of just enjoying the nice weather untill=2C I finnally found out
how quiet a piet is when the engine stops in flight................wait fo
r it.......wait for it (waiting for the corvair haters to sling some mud).
But=2C I shut it off just to see what it was like. I climbed up to 4000ft
=2C about 3000agl=2C and shut her down=2C and was just enjoying the silence
=2C and comparing the sink rate and feeling with the prop stopped. It seem
ed to glide a little better shut down than with the engine at idle=2C but m
aybe it just seemed longer. Anyway after loosing 1000ft I hit the starter
button and she lurched forward like a rocket at only 1/4 throttle. I figur
ed I would rather experiance the dead stick the 1st time when I expected it
=2C and not be
supprized. I have had a blast trying to burn the remaining 130 gal of 100
LL I bought for the year=2C I only have 2-3 months and then it's just too c
old.
Enjoy those aircraft engines=2C they are good too=2C They better be=2C my p
roject is a small bipe with only 16ft span and it has a lyc=2C our cassutt
will need a 0-200=2C and both glide like a streamlined crowbar.
Shad
Corvair: "Unsafe at any speed" he he he
________________________________________________________________________________
| From: | "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov> |
| Subject: | deadstick flying |
Good Shad-- I'm glad to hear that I'm not the only one who has intentionally shut
down an engine in flight. After having our Champ for about 3 years I shutdown
the engine about 2,000' msl over my home field on a weekday when the only one in
the air was me. I did a circling approach and came in high on purpose then
slipped off the altitude to touchdown. I was doing my best Bob Hoover wanna be
in a Champ:)
I was surprised at how many times it took me to stop the windmilling prop. (I
didn't have a Corvair:))) Kidding ! I stalled the airplane three times to get
the metal
prop to stop windmilling. Okay...so that was a fairly tired engine so the compression
wasn't the best to stop the prop quickly.
It got quiet quick but it was really a good learning experience in that I really
needed to keep the nose much more down to keep my glide speed up than you would
with an engine at idle-- surprise number one.
Surprise number two is how short your landing roll is---again, with no windmilling
prop there is no thrust what so ever to keep you rolling a bit longer on landing.
It was dead quiet when the wheels stopped rumbling on the grass. Was a good
experience.
In my mind they should make every Private and Sport Pilot do spins-- to the left
and right and do at least one intentional dead stick landing at an airport with
a good long runway. Not kidding-- just like I think every High School Student
should either have to spend a month in a foreign third world country or go thru
boot camp to qualify for graduation. Not kidding there either.
Okay-- enough of my rambling.
Mike C. in Ohio
________________________________________________________________________________
| From: | TOM MICHELLE BRANT <tmbrant(at)msn.com> |
| Subject: | spiral grain definition |
Thanks for the info - I have used the info from AC 43.13 which is summarize
d in the EAA Wood book.
Hopefully
these photos will clarify what I'm getting at.
In
photo #1=2C you can see vertical end grain and face grain - really there
is no edge grain unless the face grain runs out (slopes) and then there
would be some funky shaped portion of the end of the grain (where I noted "
no
grain here"). Does that make sense? If so=2C then the question I have
is about the funky shaped portion on the edge where the face grain runs
out. Do we have to measure the slope of it? To me this would be a
totally ridiculous expectation but I'm just trying to get clarification.
In
photo #2=2C you can see grain which is 20 deg. from vertical (still
vertical by definition up to 44 deg). Due to this end grain variation=2C
there is now edge grain which needs to be measured for slope. This is
the only place I believe the spiral grain rule applies is when the end
grains aren't perfectly vertical and you have some edge grain. Does
that make sense?
Thanks for all your comments - I'm probably reading too much into this spir
al grain thing but I'm just being cautious.
Tom B.
Date: Mon=2C 24 Aug 2009 13:02:10 -0500
Subject: Re: Pietenpol-List: spiral grain definition
From: rmueller23(at)gmail.com
Tom=2C
The 'approved' data for grading wood is AC 43.13=2C ANC-19 (Wood Aircraft I
nspection and Fabrication)=2C and Mil Spec 6073. Here is a link to Chapter
1 of AC 43.13 from the FAA's site=2C which is the chapter that covers wood
structures (not much there):
http://rgl.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY/RGADVISORYCIRCULAR.NSF/0
/99c827db9baac81b86256b4500596c4e/$FILE/Chapter%2001.pdf
Here is a link to an online digitized copy of ANC-19=2C Wood Aircraft Inspe
ction and Fabrication. I think starting around page 118 is where they deal
with grading wood:
http://babel.hathitrust.org/cgi/pt?id=mdp.39015011856757
Finally=2C here is a link to a gov't website where you can retrieve a copy
of Mil Spec 6073. It's not the most legible copy=2C but you might be able t
o glean something from it:
http://assist.daps.dla.mil/quicksearch/basic_profile.cfm?ident_number=578
0
Hope that helps.....
Ryan
On Sun=2C Aug 23=2C 2009 at 10:24 PM=2C TOM MICHELLE BRANT wrote:
Gary and others=2C
Thanks for the responses on spiral grain=2C but I'm not sure you're underst
anding my question - By no means am I trying to shortcut anything or use su
bstandard
material - I'm just confused about the requirements - hopefully the followi
ng will clarify my question.
Both boards I purchased have well over 6 grains per inch. The both have ve
rtical end grain (1 has grain about 15-20 degrees from vertical - anything
under 45 deg. is within specifications). Both have met the 1 in 15 runout
rule (more like 1 in 30 worst case) - this is the grain slope as measured o
n the face (widest part) of the board. So based on this=2C all is good.
Where I get fuzzy is reading the EAA book "Wood". They show an example pie
ce which has end grain nearing 45 deg. and due to this=2C it also has an ed
ge grain. This is the first time I mentioned edge grain. This is where th
ey say something to the affect of 'if the face grain runs out 1 in 20 and t
he edge grain runs out 1 in 16=2C then you must use a formula to determine
actual slope because this is a spiral grain condition'.
The point I'm trying to make is where the grain is near perfectly vertical
- Does it also need to have edge grain? If so=2C I don't see how this is p
hysically possible except at the point where the face grain runs out.
I don't know if this makes any sense - Tomorrow I can try to clarify with p
ictures or drawings or something.
Thanks=2C
Tom B.
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CgsRFQ8MDA8VGBMTFRMTGBEMDAwMDAwRDAwMDAwMDAwMDAwMDAwMDAwMDAwMDAwMDAwMDAENCwsN
Dg0QDg4QFA4ODhQUDg4ODhQRDAwMDAwREQwMDAwMDBEMDAwMDAwMDAwMDAwMDAwMDAwMDAwMDAwM
August 18, 2009 - Present
Pietenpol-Archive.digest.vol-ib