Pietenpol-Archive.digest.vol-jb

April 01, 2010 - April 06, 2010



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________________________________________________________________________________
Date: Apr 01, 2010
From: shad bell <aviatorbell(at)yahoo.com>
Subject: 0-200 crank in a 65
I know a guy who had a 0-200 crank in a 65 case, with 65 cyl's etc. It definatly had more power, the 0-200 crank has a slightly longer throw, thus increasing the displacement of the engine. He wasn't aware of it untill the weather would change and he was always messing with the carb, it would quit on short final, or a low idle. Eventually it ended up cracking the crank case. I believe the 0-200 has 1/4 or 1/2 inch more throw than a 65 cont. One thing I learned was you can tell a 0-200 crank from a a65 crank (Flanged) by the nitriding mark in the edge of a 0-200 prop flange. If I remember correctly the 0-200 will have a "tick" mark stamped on the outter edge of the crank flange, I suppose to see how well the nitriding worked in hardining the outter shell of the crank. Shad ________________________________________________________________________________
From: Woodflier(at)aol.com
Date: Apr 01, 2010
Subject: RE: insurance
I may have missed some of the posts in this thread but my 2 cents worth on insurance. I took out a policy with Avemco a number of years ago covering my Piet under construction. Before I got the engine overhauled, I estimated that I had about $8000 in the project, and the annual premium for that, for not-in-motion coverage only was about $200 a year. Not to bad for some peace of mind in case the shop burned up. Now that I'm close to getting the bird ready to fly, I checked with Avemco about covering it in flight. They would not cover the initial 40 hour test period.. so it's pretty worthless. AUA Insurance would write a policy covering hull and liability from the first flight, at a premium I thought fair. Need to say that I've insured my Bellanca with AUA for a number of years, so I'm not unknown to them. Matt Paxton ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov>
Date: Apr 01, 2010
Subject: insurance
I've insured both my Corby Starlet (sold 3 years ago) and Pietenpol thru th ese good people. Talk with Pam. I only carry liability. Mike C. http://www.aircraftinsurance.net/ ________________________________________________________________________________
From: AMsafetyC(at)aol.com
Date: Apr 01, 2010
Subject: Re: insurance
Isn't reporting damage that did not occur considered Insurance Fraud? I believe that's punishable by imprisonment. Mike before you go to prison, I'll give you 50 bucks for the Piet. John In a message dated 4/1/2010 1:35:27 P.M. Eastern Daylight Time, michael.d.cuy(at)nasa.gov writes: I=99ve insured both my Corby Starlet (sold 3 years ago) and Pietenp ol thru these good people. Talk with Pam. I only carry liability. Mike C. _http://www.aircraftinsurance.net/_ (http://www.aircraftinsurance.net/) ======================== ============ (http://www.matronics.com/Navigator?Pietenpol-List) ======================== ============ ======================== ============ (http://www.matronics.com/contribution) ======================== ============ ________________________________________________________________________________
From: "Barry Davis" <bed(at)mindspring.com>
Subject: bad news, left wing damage
Date: Apr 01, 2010
Mike I have been "got" three times already today. Your's was #2 on my list. My son went out and flew my J3 Cub early this morning and I got a message on my cell phone that said the Cub was grounded until we found exactly what was making that "knocking" sound at about 1200 RPM. Of course I forgot all about April 1 day. Barry Davis _____ 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: Thursday, April 01, 2010 10:13 AM Subject: Pietenpol-List: bad news, left wing damage Have some bad news about my Piet. That replica flying bicycle I built ala the one at Old Rhinebeck that I had suspended over my Piet with a good rope let loose sometime in the past two weeks since I was at the hangar and it destroyed the left wing and cracked the rear spar just outside of the lift struts. Looks like I'll be sitting on the sidelines watching everyone else fly this summer. Oh well, stuff happens. Mikee ________________________________________________________________________________
Date: Apr 01, 2010
From: "TOM STINEMETZE" <TOMS(at)mcpcity.com>
Subject: Insurance
Hey listers: With all these insurance questions surfacing it made me wonder. What type of insurance coverage is required if you want to fly Young Eagles? Stinemetze N328X ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: Insurance
Date: Apr 01, 2010
You must be a member of EAA, be current (license, medical and current in the airplane being used) and you must carry passenger liability (amount unspecified). If you carry at least $100,000 per seat of liability, you are AUTOMATICALLY covered for an additional $1,000,000 by EAA when flying Young Eagles. I think it's the best thing EAA has going. Jack Phillips NX899JP Raleigh, NC _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOM STINEMETZE Sent: Thursday, April 01, 2010 2:13 PM Subject: Pietenpol-List: Insurance Hey listers: With all these insurance questions surfacing it made me wonder. What type of insurance coverage is required if you want to fly Young Eagles? Stinemetze N328X ________________________________________________________________________________
From: "Barry Davis" <bed(at)mindspring.com>
Subject: 0-200 crank in a 65
Date: Apr 01, 2010
At Oshkosh, Don Swords of Don's Dream Machines will be giving a forum on small Continental engines in the Cub Club Forum. Don owns the STC for putting the o-200 crankshaft in the C-85/90 case. He will give all the horsepower and torque figures for stock and modified engines. The modified c85's numbers are much higher than a stock o-200. The o-200 crank will not fit in a A65/75 case. If you have a small Cont., don't miss this one. It gives a good boost without any weight gain. Harold (Big Piet builder) has a J3 Cub with one of these engines in it and the performance is unbelievable. On the other hand I have a 0-200 with c85 pistons and rods in it (much longer stroke and higher compression ratio due to wrist pin hole in lower location) and a c85 cam (long duration and high lift) this modification dynos 123 hp. I have almost 600 hours on this one and my last compression was 79/80 on 3 cylinders and 77/80 on the 4th. The down side is that I cannot run auto fuel in it, only 100LL. Barry -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of shad bell Sent: Thursday, April 01, 2010 12:47 PM Subject: Pietenpol-List: 0-200 crank in a 65 I know a guy who had a 0-200 crank in a 65 case, with 65 cyl's etc. It definatly had more power, the 0-200 crank has a slightly longer throw, thus increasing the displacement of the engine. He wasn't aware of it untill the weather would change and he was always messing with the carb, it would quit on short final, or a low idle. Eventually it ended up cracking the crank case. I believe the 0-200 has 1/4 or 1/2 inch more throw than a 65 cont. One thing I learned was you can tell a 0-200 crank from a a65 crank (Flanged) by the nitriding mark in the edge of a 0-200 prop flange. If I remember correctly the 0-200 will have a "tick" mark stamped on the outter edge of the crank flange, I suppose to see how well the nitriding worked in hardining the outter shell of the crank. Shad ________________________________________________________________________________
Date: Apr 01, 2010
From: Dan Yocum <yocum(at)fnal.gov>
Subject: Re: Insurance question
Perry, On 03/31/2010 09:26 PM, Perry Rhoads wrote: > > > Try Jenny at NationAir(they have a website) in St. Louis. I insured > N12939 with her for a reasonable amount without time in type, nor any > dual required. The only requirement was one hour of solo Piet time > before taking passengers. When did you get said insurance? Also, how much taildragger time did you have before you insured the Piet? My experience with Falcon Insurance, the EAA insurance company, was that I had to have 10 hours dual and 10 hours solo in type before they'd insure me with passengers. Dan -- Dan Yocum Fermilab 630.840.6509 yocum@fnal.gov, http://fermigrid.fnal.gov "I fly because it releases my mind from the tyranny of petty things." ________________________________________________________________________________
Subject: Re: Bernard used an aluminum block V-8 engine too
From: "Baldeagle" <baldeagle27(at)earthlink.net>
Date: Apr 01, 2010
[quote="michael.d.cuy(at)nasa.gov"]I may be incorrect on this but I swear that one of Bernards experiments was to use a V-8 engine on one of his planes but that didnt make it any more right or wrong than using a Lambert, Continental, Corvair, or Subaru. Im with Jack on reliability though of a Continental. It is all a personal choice but you takes yer chances. Mike C. > [b] The side-by-side Pietenpol had a Ford V-8 on it - Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292701#292701 ________________________________________________________________________________
Subject: Corvair oil
From: "skellytown flyer" <skellflyer1(at)yahoo.com>
Date: Apr 01, 2010
OK I expect the oil brand issue is about like asking what kind of glue is best. anyway- I am getting closer on this project I bought from D.J. and thinking about draining the oil and putting in new just because it has sat several years. I am sure he ran it some from what he told me and I have pre-lubed it and ran it a few minutes last summer. still with the same oil he had in it. it has a good quality K&N oil filter so I have no doubt he put good quality oil in it. but as I expect to be flying it before too much longer I'd like to replace it with new oil just because it has set idle several years.doubt it got much condensation in Arizona or here in the dry Texas panhandle either.I see in the Wyn manual he suggests using 10W40 Rotella T for break-in and then he says Amsoil 10/30 synthetic is his choice. I plan on running mostly 100 LL fuel in it at least for the near future and wondering what is a good oil to deal with the leaded fuel.the Corvair may not have any lead problems but I remember reading about it being an issue in the Rotax 912 or 914 engines with certain oils.Raymond Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292728#292728 ________________________________________________________________________________
Date: Apr 02, 2010
From: Jim <jimboyer(at)hughes.net>
Subject: Re: Corvair vs. Continental - long
Well said Gary. That explanation probably fits most of us building a Piet and whatever non-ac parts we use. Being another Corvair, doug fir Piet builder I'm going to frame your message. Thanks, Jim B. Jim Boyer Santa Rosa, CA Pietenpol on wheels Tail surfaces done Wing ribs done Corvair engine On Mar 31, 2010, Gary Boothe wrote: Jack (et al), Here is my debate: You, and others, have said things that have caused me to pause and consider my decisions, and sometimes change my path. As always, you are the epitome of common sense and good judgment.or are you? I know that you know spam can drivers that look at you in your little home-made airplane (exquisite as it is, even with its reliable engine) and say, if not to you at least to themselves, I would/could never do that. Youre going to fly it where? To Brodhead? Or, how about the guys who say flying a taildragger is too dangerous! And all of those spam can drivers know ground pounders who say, Youre a pilot? You fly a Cessna/Piper/Beech? Isnt that scary? I could never do that! The great mathematician, Augusta De Morgan, said: "Great fleas have little fleas upon their backs to bite 'em, And little fleas have lesser fleas, and so ad infinitum. And the great fleas themselves, in turn, have greater fleas to go on, While these again have greater still, and greater still, and so on." So, everyone has their limits. When we make the decision to build an experimental airplane, we set ourselves on a less traveled pathbut thats just the beginning Consider the individual who decides: To build an airplane, To build a wood & fabric airplane, To build a wood & fabric airplane designed in 1929, To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, and fir spars, To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, with fir spars, and wooden struts, To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, with fir spars, wooden struts, and a non-A/C engine, To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, with fir spars, wooden struts, a non-A/C engine, with a home-made prop, To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, with fir spars, wooden struts, a non-A/C engine, a home-made prop, painted with house paint instead of dope, ad infinitum. At which point would most builders stopat which point would you stop? My ex-father-in-law, insurance agent, thought I was nuts to start flying in the first place (age 17)! Am I nuts? Maybe. Nuts about flying. Am I suicidal? Definitely not! I fully respect your opinion about A/C engines if for no other reason than you are vastly more experienced than I. But this project has been a series of path choices for me, and, for some reason, I keep choosing the less-traveled path. In the end, I expect that I will have many, many taxi hours and ground runs of my crank-breaking Corvair, not that that will expose any/all problems, but the actual take-off should be a non-event. For me, the choice of using a Corvair was a merely a result of choosing a less-traveled pathhaving more hp, a smoother less expensive engine, were just fortunate by-products. Meeting William Wynne was a God-send! If you know a risk management expert, please give him my contact info! .or, are we ALL beyond risk management? Gary Boothe Cool, CA Pietenpol WW Corvair Conversion Tail done, Fuselage on gear 18 ribs done From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jack Phillips Sent: Wednesday, March 31, 2010 2:49 PM Subject: RE: Pietenpol-List: William Wynne Corvair conversion parts for sale I have a total of $7,000 in my A-65, but that included NEW Millenium Cylinders and pistons, which was $3400 of that total. I also sent the crankcasr out to Divco for overhauling, and the crankshaft and connecting rods were overhauled by Aircraft Specialties. I bought a new camshaft, and new Slick magnetos. I did the overhaul myself, under the supervision of an A&P/IA. I could have done it much cheaper, but I like reliability, which is what started this thread. Jack Phillips NX899JP Raleigh, NC From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Ryan Mueller Sent: Wednesday, March 31, 2010 11:57 AM Subject: Re: Pietenpol-List: William Wynne Corvair conversion parts for sale To play devil's advocate: the Corvair project for $6,000 is everything needed to assemble the Wynne based Corvair conversion, all parts reworked, overhauled, or new. How much did you have in your A-65 after the cost of acquisition, rework, new parts, etc? Just curious... ;) Ryan On Tue, Mar 30, 2010 at 8:26 PM, Jack Phillips wrote: I think Bernard liked to experiment. At the time he used that Corvair, it was far cheaper than an aircraft engine. That is no longer the case (the email that started this thread was about a Corvair PROJECT that was for sale for $6,000, which is four times as much as I paid for my Continental A-65, and is nearly half what Ive got in the Lycoming O-540 that Ill put in the RV-10). I owned a Corvair for several years (we bought it new in 1966, so it wasnt worn out when we got it, although it was 3 years later) and learned a great deal about the reliability of both the engine and the car. I remember that the Corvair was used in one of my machine design classes in college as an example of how NOT to design a belt-drive system. But these airplanes are licensed as Experimental, so go for it. I just prefer aircraft engines for aircraft, and car engines for cars. The design requirements are totally different. Jack Phillips NX899JP Raleigh, NC From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of airlion Sent: Tuesday, March 30, 2010 8:50 PM Subject: Re: Pietenpol-List: William Wynne Corvair conversion parts for sale I plan to Jack. I have 12 hours on the fly off now and everything is working great so far. By the way, Are you suggesting that Bernie made a mistake by using the corvair as an alternative engine? Cheers, Gardiner From: Jack Phillips <pietflyr(at)bellsouth.net> Sent: Tue, March 30, 2010 8:33:01 PM Subject: RE: Pietenpol-List: William Wynne Corvair conversion parts for sale Does that mean you are going to fly it to Brodhead this year, Gardiner? My low power but utterly reliable Continental has made the trip 3 times now. Jack Phillips NX899JP Raleigh, NC From: owner-pietenpol-list-server(at)matronics.com [mailto: owner-pietenpol-list-server(at)matronics.com ] On Behalf Of airlion Sent: Tuesday, March 30, 2010 8:04 PM Subject: Re: Pietenpol-List: William Wynne Corvair conversion parts for sale Well Jack, at least my boat anchor will get me over those high hills west of you. Gardiner From: Jack Phillips <pietflyr(at)bellsouth.net> Sent: Tue, March 30, 2010 12:21:01 PM Subject: RE: Pietenpol-List: William Wynne Corvair conversion parts for sale Wow! An A65 with only 1505 Total Time? Thats pretty incredible. So having sold that Chevrolet boat-anchor you now have some funds available to purchase a flying Pietenpol? Congratulations, Ryan! Jack Phillips NX899JP Raleigh, NC http://www.matronics.com/Navigator?P href="http://www.matronics.com/contribution">http://www.matronics.com/co=================http://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.comhttp://www.matronics.com/contribution" target="_blank">http://www.matronics.com/Navigator?Pietenpol-Listtp://forums.matronics.com_blank">http://www.matronics.com/contribution http://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.comhttp://www.matronics.com/contributionhttp://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.comhttp://www.matronics.com/contribution ________________________________________________________________________________
From: "Gary Boothe" <gboothe5(at)comcast.net>
Subject: Corvair vs. Continental - long
Date: Apr 02, 2010
Thanks, Jim. What are you working on these days? I am puttering with instruments and was wondering what kind of ignition switch you plan on using? Gary Boothe Cool, CA Pietenpol WW Corvair Conversion Tail done, Fuselage on gear 18 ribs done -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jim Sent: Thursday, April 01, 2010 9:26 PM Subject: Re: Pietenpol-List: Corvair vs. Continental - long Well said Gary. That explanation probably fits most of us building a Piet and whatever non-ac parts we use. Being another Corvair, doug fir Piet builder I'm going to frame your message. Thanks, Jim B. Jim Boyer Santa Rosa, CA Pietenpol on wheels Tail surfaces done Wing ribs done Corvair engine On Mar 31, 2010, Gary Boothe wrote: Jack (et al), Here is my debate: You, and others, have said things that have caused me to pause and consider my decisions, and sometimes change my path. As always, you are the epitome of common sense and good judgment.or are you? I know that you know spam can drivers that look at you in your little home-made airplane (exquisite as it is, even with its reliable engine) and say, if not to you at least to themselves, I would/could never do that. Youre going to fly it where? To Brodhead? Or, how about the guys who say flying a taildragger is too dangerous! And all of those spam can drivers know ground pounders who say, Youre a pilot? You fly a Cessna/Piper/Beech? Isnt that scary? I could never do that! The great mathematician, Augusta De Morgan, said: "Great fleas have little fleas upon their backs to bite 'em, And little fleas have lesser fleas, and so ad infinitum. And the great fleas themselves, in turn, have greater fleas to go on, While these again have greater still, and greater still, and so on." So, everyone has their limits. When we make the decision to build an experimental airplane, we set ourselves on a less traveled pathbut thats just the beginning Consider the individual who decides: To build an airplane, To build a wood & fabric airplane, To build a wood & fabric airplane designed in 1929, To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, and fir spars, To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, with fir spars, and wooden struts, To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, with fir spars, wooden struts, and a non-A/C engine, To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, with fir spars, wooden struts, a non-A/C engine, with a home-made prop, To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, with fir spars, wooden struts, a non-A/C engine, a home-made prop, painted with house paint instead of dope, ad infinitum. At which point would most builders stopat which point would you stop? My ex-father-in-law, insurance agent, thought I was nuts to start flying in the first place (age 17)! Am I nuts? Maybe. Nuts about flying. Am I suicidal? Definitely not! I fully respect your opinion about A/C engines if for no other reason than you are vastly more experienced than I. But this project has been a series of path choices for me, and, for some reason, I keep choosing the less-traveled path. In the end, I expect that I will have many, many taxi hours and ground runs of my crank-breaking Corvair, not that that will expose any/all problems, but the actual take-off should be a non-event. For me, the choice of using a Corvair was a merely a result of choosing a less-traveled pathhaving more hp, a smoother less expensive engine, were just fortunate by-products. Meeting William Wynne was a God-send! If you know a risk management expert, please give him my contact info! .or, are we ALL beyond risk management? Gary Boothe Cool, CA Pietenpol WW Corvair Conversion Tail done, Fuselage on gear 18 ribs done From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jack Phillips Sent: Wednesday, March 31, 2010 2:49 PM Subject: RE: Pietenpol-List: William Wynne Corvair conversion parts for sale I have a total of $7,000 in my A-65, but that included NEW Millenium Cylinders and pistons, which was $3400 of that total. I also sent the crankcasr out to Divco for overhauling, and the crankshaft and connecting rods were overhauled by Aircraft Specialties. I bought a new camshaft, and new Slick magnetos. I did the overhaul myself, under the supervision of an A&P/IA. I could have done it much cheaper, but I like reliability, which is what started this thread. Jack Phillips NX899JP Raleigh, NC From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Ryan Mueller Sent: Wednesday, March 31, 2010 11:57 AM Subject: Re: Pietenpol-List: William Wynne Corvair conversion parts for sale To play devil's advocate: the Corvair project for $6,000 is everything needed to assemble the Wynne based Corvair conversion, all parts reworked, overhauled, or new. How much did you have in your A-65 after the cost of acquisition, rework, new parts, etc? Just curious... ;) Ryan On Tue, Mar 30, 2010 at 8:26 PM, Jack Phillips wrote: I think Bernard liked to experiment. At the time he used that Corvair, it was far cheaper than an aircraft engine. That is no longer the case (the email that started this thread was about a Corvair PROJECT that was for sale for $6,000, which is four times as much as I paid for my Continental A-65, and is nearly half what Ive got in the Lycoming O-540 that Ill put in the RV-10). I owned a Corvair for several years (we bought it new in 1966, so it wasnt worn out when we got it, although it was 3 years later) and learned a great deal about the reliability of both the engine and the car. I remember that the Corvair was used in one of my machine design classes in college as an example of how NOT to design a belt-drive system. But these airplanes are licensed as Experimental, so go for it. I just prefer aircraft engines for aircraft, and car engines for cars. The design requirements are totally different. Jack Phillips NX899JP Raleigh, NC From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of airlion Sent: Tuesday, March 30, 2010 8:50 PM Subject: Re: Pietenpol-List: William Wynne Corvair conversion parts for sale I plan to Jack. I have 12 hours on the fly off now and everything is working great so far. By the way, Are you suggesting that Bernie made a mistake by using the corvair as an alternative engine? Cheers, Gardiner From: Jack Phillips <pietflyr(at)bellsouth.net> Sent: Tue, March 30, 2010 8:33:01 PM Subject: RE: Pietenpol-List: William Wynne Corvair conversion parts for sale Does that mean you are going to fly it to Brodhead this year, Gardiner? My low power but utterly reliable Continental has made the trip 3 times now. Jack Phillips NX899JP Raleigh, NC From: owner-pietenpol-list-server(at)matronics.com [mailto: owner-pietenpol-list-server(at)matronics.com ] On Behalf Of airlion Sent: Tuesday, March 30, 2010 8:04 PM Subject: Re: Pietenpol-List: William Wynne Corvair conversion parts for sale Well Jack, at least my boat anchor will get me over those high hills west of you. Gardiner From: Jack Phillips <pietflyr(at)bellsouth.net> Sent: Tue, March 30, 2010 12:21:01 PM Subject: RE: Pietenpol-List: William Wynne Corvair conversion parts for sale Wow! An A65 with only 1505 Total Time? Thats pretty incredible. So having sold that Chevrolet boat-anchor you now have some funds available to purchase a flying Pietenpol? Congratulations, Ryan! Jack Phillips NX899JP Raleigh, NC http://www.matronics.com/Navigator?P href="http://www.matronics.com/contribution">http://www.matronics.com/co================= http://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.comhttp://www.matronics.com/contribution " target="_blank">http://www.matronics.com/Navigator?Pietenpol-Listtp://forums.matronics.com_blank">http://www.matronics.com/contribution http://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.comhttp://www.matronics.com/contributionhttp://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.comhttp://www.matronics.com/contribution ________________________________________________________________________________
Date: Apr 02, 2010
Subject: Re: Corvair vs. Continental - long
From: Rick Holland <at7000ft(at)gmail.com>
Totally agree. We are talking about taking on increased risk here. Using units of ROEDUs (Risk Of Emminent Death Units) I would calculate the following: Going from no General Aviation activity to building and flying a plans built vintage 1929 aircraft (with no prior aircraft building experience) - 500 ROEDUs. Going from building and flying a plans built vintage 1929 aircraft with a "Real" aircraft engine to auto conversion engine - 1 ROEDU. Not saying home building is all that risky, just that aviation vs. auto engine choice pales compared to the choice of entering the plans built homebuilding/flying activity in the first place. rick On Thu, Apr 1, 2010 at 10:26 PM, Jim wrote: > > > Well said Gary. That explanation probably fits most of us building a Piet and whatever non-ac parts we use. Being another Corvair, doug fir Piet builder I'm going to frame your message. > Thanks, > Jim B. > > Jim Boyer > Santa Rosa, CA > Pietenpol on wheels > Tail surfaces done > Wing ribs done > Corvair engine > > > On Mar 31, 2010, Gary Boothe wrote: > > Jack (et al), > > Here is my debate: > > You, and others, have said things that have caused me to pause and consider my decisions, and sometimes change my path. As always, you are the epitome of common sense and good judgment.or are you? I know that you know spam can drivers that look at you in your little home-made airplane (exquisite as it is, even with its reliable engine) and say, if not to you at least to themselves, I would/could never do that. Youre going to fly it where? To Brodhead? Or, how about the guys who say flying a taildragger is too dangerous! And all of those spam can drivers know ground pounders who say, Youre a pilot? You fly a Cessna/Piper/Beech? Isnt that scary? I could never do that! > > The great mathematician, Augusta De Morgan, said: > > "Great fleas have little fleas upon their backs to bite 'em, > And little fleas have lesser fleas, and so ad infinitum. > And the great fleas themselves, in turn, have greater fleas to go on, > While these again have greater still, and greater still, and so on." > > So, everyone has their limits. When we make the decision to build an experimental airplane, we set ourselves on a less traveled pathbut thats just the beginning > > Consider the individual who decides: > > To build an airplane, > To build a wood & fabric airplane, > To build a wood & fabric airplane designed in 1929, > To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, > To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, and fir spars, > To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, with fir spars, and wooden struts, > To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, with fir spars, wooden struts, and a non-A/C engine, > To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, with fir spars, wooden struts, a non-A/C engine, with a home-made prop, > To build a wood & fabric airplane, designed in 1929, with Poplar instead of A/C Spruce, with fir spars, wooden struts, a non-A/C engine, a home-made prop, painted with house paint instead of dope, > ad infinitum. > > At which point would most builders stopat which point would you stop? My ex-father-in-law, insurance agent, thought I was nuts to start flying in the first place (age 17)! > > Am I nuts? Maybe. Nuts about flying. > > Am I suicidal? Definitely not! > > I fully respect your opinion about A/C engines if for no other reason than you are vastly more experienced than I. But this project has been a series of path choices for me, and, for some reason, I keep choosing the less-traveled path. > > In the end, I expect that I will have many, many taxi hours and ground runs of my crank-breaking Corvair, not that that will expose any/all problems, but the actual take-off should be a non-event. For me, the choice of using a Corvair was a merely a result of choosing a less-traveled pathhaving more hp, a smoother less expensive engine, were just fortunate by-products. Meeting William Wynne was a God-send! > > If you know a risk management expert, please give him my contact info! .or, are we ALL beyond risk management? > > Gary Boothe > Cool, CA > Pietenpol > WW Corvair Conversion > Tail done, Fuselage on gear > 18 ribs done > > From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jack Phillips > Sent: Wednesday, March 31, 2010 2:49 PM > To: pietenpol-list(at)matronics.com > Subject: RE: Pietenpol-List: William Wynne Corvair conversion parts for sale > > I have a total of $7,000 in my A-65, but that included NEW Millenium Cylinders and pistons, which was $3400 of that total. I also sent the crankcasr out to Divco for overhauling, and the crankshaft and connecting rods were overhauled by Aircraft Specialties. I bought a new camshaft, and new Slick magnetos. I did the overhaul myself, under the supervision of an A&P/IA. I could have done it much cheaper, but I like reliability, which is what started this thread. > > Jack Phillips > NX899JP > Raleigh, NC > > From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Ryan Mueller > Sent: Wednesday, March 31, 2010 11:57 AM > To: pietenpol-list(at)matronics.com > Subject: Re: Pietenpol-List: William Wynne Corvair conversion parts for sale > > To play devil's advocate: the Corvair project for $6,000 is everything needed to assemble the Wynne based Corvair conversion, all parts reworked, overhauled, or new. How much did you have in your A-65 after the cost of acquisition, rework, new parts, etc? Just curious... ;) > > Ryan > On Tue, Mar 30, 2010 at 8:26 PM, Jack Phillips wrote: > I think Bernard liked to experiment. At the time he used that Corvair, it was far cheaper than an aircraft engine. That is no longer the case (the email that started this thread was about a Corvair PROJECT that was for sale for $6,000, which is four times as much as I paid for my Continental A-65, and is nearly half what Ive got in the Lycoming O-540 that Ill put in the RV-10). I owned a Corvair for several years (we bought it new in 1966, so it wasnt worn out when we got it, although it was 3 years later) and learned a great deal about the reliability of both the engine and the car. I remember that the Corvair was used in one of my machine design classes in college as an example of how NOT to design a belt-drive system. > > But these airplanes are licensed as Experimental, so go for it. I just prefer aircraft engines for aircraft, and car engines for cars. The design requirements are totally different. > > Jack Phillips > NX899JP > Raleigh, NC > > From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of airlion > Sent: Tuesday, March 30, 2010 8:50 PM > > To: pietenpol-list(at)matronics.com > Subject: Re: Pietenpol-List: William Wynne Corvair conversion parts for sale > > I plan to Jack. I have 12 hours on the fly off now and everything is working great so far. By the way, Are you suggesting that Bernie made a mistake by using the corvair as an alternative engine? Cheers, Gardiner > > > From: Jack Phillips <pietflyr(at)bellsouth.net> > To: pietenpol-list(at)matronics.com > Sent: Tue, March 30, 2010 8:33:01 PM > Subject: RE: Pietenpol-List: William Wynne Corvair conversion parts for sale > Does that mean you are going to fly it to Brodhead this year, Gardiner? My low power but utterly reliable Continental has made the trip 3 times now. > > Jack Phillips > NX899JP > Raleigh, NC > > From: owner-pietenpol-list-server(at)matronics.com [mailto: owner-pietenpol-list-server(at)matronics.com ] On Behalf Of airlion > Sent: Tuesday, March 30, 2010 8:04 PM > To: pietenpol-list(at)matronics.com > Subject: Re: Pietenpol-List: William Wynne Corvair conversion parts for sale > > Well Jack, at least my boat anchor will get me over those high hills west of you. Gardiner > > From: Jack Phillips <pietflyr(at)bellsouth.net> > To: pietenpol-list(at)matronics.com > Sent: Tue, March 30, 2010 12:21:01 PM > Subject: RE: Pietenpol-List: William Wynne Corvair conversion parts for sale > Wow! An A65 with only 1505 Total Time? Thats pretty incredible. > > So having sold that Chevrolet boat-anchor you now have some funds available to purchase a flying Pietenpol? Congratulations, Ryan! > > Jack Phillips > NX899JP > Raleigh, NC > > http://www.matronics.com/Navigator?P href="http://www.matronics.com/contribution">http://www.matronics.com/co=================http://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.comhttp://www.matronics.com/contribution" target="_blank">http://www.matronics.com/Navigator?Pietenpol-Listtp://forums.matronics.com_blank">http://www.matronics.com/contribution > http://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.comhttp://www.matronics.com/contributionhttp://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.comhttp://www.matronics.com/contribution > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
Date: Apr 02, 2010
Subject: Re: Corvair oil
From: Rick Holland <at7000ft(at)gmail.com>
Cannot find 10W40 Rotella, use 15W40 Rotella as WW recommends. rick On Thu, Apr 1, 2010 at 6:53 PM, skellytown flyer wrote: > > OK I expect the oil brand issue is about like asking what kind of glue is best. anyway- I am getting closer on this project I bought from D.J. and thinking about draining the oil and putting in new just because it has sat several years. I am sure he ran it some from what he told me and I have pre-lubed it and ran it a few minutes last summer. still with the same oil he had in it. it has a good quality K&N oil filter so I have no doubt he put good quality oil in it. but as I expect to be flying it before too much longer I'd like to replace it with new oil just because it has set idle several years.doubt it got much condensation in Arizona or here in the dry Texas panhandle either.I see in the Wyn manual he suggests using 10W40 Rotella T for break-in and then he says Amsoil 10/30 synthetic is his choice. I plan on running mostly 100 LL fuel in it at least for the near future and wondering what is a good oil to deal with the leaded fuel.the Corvair may not have any lead problem! > s but I remember reading about it being an issue in the Rotax 912 or 914 engines with certain oils.Raymond > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=292728#292728 > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
Date: Apr 02, 2010
Subject: Re: Corvair oil
From: Ryan Mueller <rmueller23(at)gmail.com>
Per WW's website, from Oct '07: *Oil Recommendations* The only oil we use in engines today is Shell Rotella T 15W40. It's readily available and has the highest temp tolerance of any mineral based oil I know. We use this for break in and normal operation. As an option for extreme duty or turbo motors, Amsoil synthetic 10W30 oil is my choice. Both of these are 100% compatible with 100ll fuel. Ryan On Thu, Apr 1, 2010 at 7:53 PM, skellytown flyer wrote: > skellflyer1(at)yahoo.com> > > OK I expect the oil brand issue is about like asking what kind of glue is > best. anyway- I am getting closer on this project I bought from D.J. and > thinking about draining the oil and putting in new just because it has sat > several years. I am sure he ran it some from what he told me and I have > pre-lubed it and ran it a few minutes last summer. still with the same oil > he had in it. it has a good quality K&N oil filter so I have no doubt he put > good quality oil in it. but as I expect to be flying it before too much > longer I'd like to replace it with new oil just because it has set idle > several years.doubt it got much condensation in Arizona or here in the dry > Texas panhandle either.I see in the Wyn manual he suggests using 10W40 > Rotella T for break-in and then he says Amsoil 10/30 synthetic is his > choice. I plan on running mostly 100 LL fuel in it at least for the near > future and wondering what is a good oil to deal with the leaded fuel.the > Corvair may not have any lead problem! > s but I remember reading about it being an issue in the Rotax 912 or 914 > engines with certain oils.Raymond > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=292728#292728 > > ________________________________________________________________________________
Subject: Re: Corvair oil
From: "skellytown flyer" <skellflyer1(at)yahoo.com>
Date: Apr 02, 2010
that's the answers I needed! thanks guys. I'm gonna try and remove the cowl and drain the old out this weekend as soon as I get done running it to set the timing.it helps a lot. have a great Easter weekend.Raymond Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292782#292782 ________________________________________________________________________________
Date: Apr 02, 2010
From: Tim Willis <timothywillis(at)earthlink.net>
Subject: Re: Corvair oil
Synthetics such as the Amsoil mentioned have been found not to have the corrosion resistance of mineral oils. This was reported some time back in a "Sport Aviation" article. This is important because A/C engines often sit for quite awhile between flights, and that is when the corrosion hits. I have no personal experience in either case. My aero engines currently have Shell Aero, because they are getting zero use. I use Castrol Synblend in my cars and a similar Castrol in my Mercedes diesels, and Shell Rotella in my Ford pickup with Navistar diesel engine. I'd be inclined to use the Rotella mineral oil in my aero engines, after break-in with the Shell Aero 100. In all cases I believe in putting in the best oil, for it is the cheapest in all cases. Which one is best is the only issue... right? Tim in central TX -----Original Message----- From: Ryan Mueller Sent: Apr 2, 2010 11:47 AM Subject: Re: Pietenpol-List: Corvair oil Per WW's website, from Oct '07: Oil Recommendations The only oil we use in engines today is Shell Rotella T 15W40. It's readily available and has the highest temp tolerance of any mineral based oil I know. We use this for break in and normal operation. As an option for extreme duty or turbo motors, Amsoil synthetic 10W30 oil is my choice. Both of these are 100% compatible with 100ll fuel. Ryan On Thu, Apr 1, 2010 at 7:53 PM, skellytown flyer wrote: OK I expect the oil brand issue is about like asking what kind of glue is best. anyway- I am getting closer on this project I bought from D.J. and thinking about draining the oil and putting in new just because it has sat several years. I am sure he ran it some from what he told me and I have pre-lubed it and ran it a few minutes last summer. still with the same oil he had in it. it has a good quality K&N oil filter so I have no doubt he put good quality oil in it. but as I expect to be flying it before too much longer I'd like to replace it with new oil just because it has set idle several years.doubt it got much condensation in Arizona or here in the dry Texas panhandle either.I see in the Wyn manual he suggests using 10W40 Rotella T for break-in and then he says Amsoil 10/30 synthetic is his choice. I plan on running mostly 100 LL fuel in it at least for the near future and wondering what is a good oil to deal with the leaded fuel.the Corvair may not have any lead problem! s but I remember reading about it being an issue in the Rotax 912 or 914 engines with certain oils.Raymond Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292728#292728 ========== st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List ========== http://forums.matronics.com ========== le, List Admin. ="_blank">http://www.matronics.com/contribution ========== ________________________________________________________________________________
From: "Dortch, Steven D MAJ NG NG" <steven.d.dortch(at)us.army.mil>
Date: Apr 02, 2010
Subject: Re: My cousin's LSA
This is from the AOPA Newsletter about a change in LSA regulations: "Another correction would require pilots operating under a sport pilot certificate to receive training and an endorsement to operate light sport airplanes with a maximum level flight speed (Vh) less than 87 KCAS. The FAA issued the change because of safety concerns regarding pilots who had little experience flying slow, high-drag airplanes." See, those slow planes are dangerous!. ;-} Blue Skies, Steve D ________________________________________________________________________________
Date: Apr 02, 2010
From: Jeff Boatright <jboatri(at)emory.edu>
Subject: Re: My cousin's LSA
Wow, I did not know that. Glad they made the change. > > >The FAA is moving in two directions. >They dropped the Sport Pilot requirement to be checked out in each >different plane within the pilot's approved type! Previously if you >were checked out in a LSA Air Camper, you had to get a whole >checkout in a flybaby. Now you don't. > >Blue Skies, -- Jeff Boatright "Now let's think about this..." ________________________________________________________________________________
Subject: cheap Stromberg
From: "skellytown flyer" <skellflyer1(at)yahoo.com>
Date: Apr 02, 2010
there is a stromberg carb for sale in Ebay aircraft parts and accessories. only about 25 minutes left but no bids on it and 100$ starting price. I don't know it it has enough info to give any idea if it would work for any pf our aircraft but just in case you want to look. Raymond Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292799#292799 ________________________________________________________________________________
Date: Apr 02, 2010
Subject: Re: cheap Stromberg
From: Ryan Mueller <rmueller23(at)gmail.com>
I think you misread the time, Ray...is this the carb? http://bit.ly/cwyfoH On Fri, Apr 2, 2010 at 2:28 PM, skellytown flyer wrote: > skellflyer1(at)yahoo.com> > > there is a stromberg carb for sale in Ebay aircraft parts and accessories. > only about 25 minutes left but no bids on it and 100$ starting price. I > don't know it it has enough info to give any idea if it would work for any > pf our aircraft but just in case you want to look. Raymond > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=292799#292799 > > ________________________________________________________________________________
Date: Apr 02, 2010
Subject: Re: cheap Stromberg
From: Ryan Mueller <rmueller23(at)gmail.com>
Either way, that carb should be usable for a Corvair or an A-65. I believe the difference between the NA-S3B and related Strombergs for the small Continentals is that the NA-S3B has no mixture control parts in it at all....that area is just covered over by a plate. Functionally this shouldn't be any different than NA-S3A1s, as the mixture is generally wired full rich anyhow. Ryan On Fri, Apr 2, 2010 at 2:35 PM, Ryan Mueller wrote: > I think you misread the time, Ray...is this the carb? > > http://bit.ly/cwyfoH > > > On Fri, Apr 2, 2010 at 2:28 PM, skellytown flyer wrote: > >> skellflyer1(at)yahoo.com> >> >> there is a stromberg carb for sale in Ebay aircraft parts and accessories. >> only about 25 minutes left but no bids on it and 100$ starting price. I >> don't know it it has enough info to give any idea if it would work for any >> pf our aircraft but just in case you want to look. Raymond >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=292799#292799 >> >> >> >> >> >> >> >> >> >> >> > ________________________________________________________________________________
Date: Apr 02, 2010
From: jeff wilson <jlwilsonnn(at)yahoo.com>
Subject: On the subject of oil...
I searched the archive and only came up with one entry that didn't really a nswer my question.- Question is ... what kind of oil to use in my A-65?- My engine has about 300 hours SMOH- and chrome cylinders.- What are the different kinds of oil that are possible and is there special reasons for each use. What are t he pro and cons. Why do you use this one or that one over another? Any and all answers and opinions welcome. Jeff Wilson N899WT St. Louis, MO --- On Fri, 4/2/10, Tim Willis wrote: From: Tim Willis <timothywillis(at)earthlink.net> Subject: Re: Pietenpol-List: Corvair oil Date: Friday, April 2, 2010, 11:40 AM et> Synthetics such as the Amsoil mentioned have been found not to have the cor rosion resistance of mineral oils.- This was reported some time back in a "Sport Aviation" article.- This is important because A/C engines often s it for quite awhile between flights, and that is when the corrosion hits. I have no personal experience in either case.- My aero engines currently have Shell Aero, because they are getting zero use.- I use Castrol Synble nd in my cars and a similar Castrol in my Mercedes diesels, and Shell Rotel la in my Ford pickup with Navistar diesel engine.- I'd be inclined to use the Rotella mineral oil in my aero engines, after break-in with the Shell Aero 100.- In all cases I believe in putting in the best oil, for it is the cheapest i n all cases.- Which one is best is the only issue... right? Tim in central TX -----Original Message----- From: Ryan Mueller Sent: Apr 2, 2010 11:47 AM Subject: Re: Pietenpol-List: Corvair oil Per WW's website, from Oct '07: Oil Recommendations The only oil we use in engines today is Shell Rotella T 15W40. It's readily available and has the highest temp tolerance of any mineral based oil I kn ow. We use this for break in and normal operation. As an option for extreme duty or turbo motors, Amsoil synthetic 10W30 oil is my choice. Both of the se are 100% compatible with 100ll fuel. Ryan On Thu, Apr 1, 2010 at 7:53 PM, skellytown flyer wr ote: .com> OK I expect the oil brand issue is about like asking what kind of glue is b est. anyway- I am getting closer on this project I bought from D.J. and thi nking about draining the oil and putting in new just because it has sat sev eral years. I am sure he ran it some from what he told me and I have pre-lu bed it and ran it a few minutes last summer. still with the same oil he had in it. it has a good quality K&N oil filter so I have no doubt he put good quality oil in it. but as I expect to be flying it before too much longer I'd like to replace it with new oil just because it has set idle several ye ars.doubt it got much condensation in Arizona or here in the dry Texas panh andle either.I see in the Wyn manual he suggests using 10W40 Rotella T for break-in and then he says Amsoil 10/30 synthetic is his choice. I plan on r unning mostly 100 LL fuel in it at least for the near future and wondering what is a good oil to deal with the leaded fuel.the Corvair may not have any lead problem! s but I remember reading about it being an issue in the Rotax 912 or 914 e ngines with certain oils.Raymond Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292728#292728 st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List http://forums.matronics.com le, List Admin. ="_blank">http://www.matronics.com/contribution le, List Admin. =0A=0A=0A ________________________________________________________________________________
From: "Perry Rhoads" <prhoads61(at)frontiernet.net>
Subject: Re: On the subject of oil...
Date: Apr 02, 2010
Aero Shell 50W. It's worked for decades in these engines. Perry Rhoads Piet N12939 ----- Original Message ----- From: jeff wilson To: pietenpol-list(at)matronics.com Sent: Friday, April 02, 2010 2:46 PM Subject: Pietenpol-List: On the subject of oil... I searched the archive and only came up with one entry that didn't really answer my question. Question is ... what kind of oil to use in my A-65? My engine has about 300 hours SMOH and chrome cylinders. What are the different kinds of oil that are possible and is there special reasons for each use. What are the pro and cons. Why do you use this one or that one over another? Any and all answers and opinions welcome. Jeff Wilson N899WT St. Louis, MO --- On Fri, 4/2/10, Tim Willis wrote: From: Tim Willis <timothywillis(at)earthlink.net> Subject: Re: Pietenpol-List: Corvair oil To: pietenpol-list(at)matronics.com Date: Friday, April 2, 2010, 11:40 AM Synthetics such as the Amsoil mentioned have been found not to have the corrosion resistance of mineral oils. This was reported some time back in a "Sport Aviation" article. This is important because A/C engines often sit for quite awhile between flights, and that is when the corrosion hits. I have no personal experience in either case. My aero engines currently have Shell Aero, because they are getting zero use. I use Castrol Synblend in my cars and a similar Castrol in my Mercedes diesels, and Shell Rotella in my Ford pickup with Navistar diesel engine. I'd be inclined to use the Rotella mineral oil in my aero engines, after break-in with the Shell Aero 100. In all cases I believe in putting in the best oil, for it is the cheapest in all cases. Which one is best is the only issue... right? Tim in central TX -----Original Message----- From: Ryan Mueller Sent: Apr 2, 2010 11:47 AM To: pietenpol-list(at)matronics.com Subject: Re: Pietenpol-List: Corvair oil Per WW's website, from Oct '07: Oil Recommendations The only oil we use in engines today is Shell Rotella T 15W40. It's readily available and has the highest temp tolerance of any mineral based oil I know. We use this for break in and normal operation. As an option for extreme duty or turbo motors, Amsoil synthetic 10W30 oil is my choice. Both of these are 100% compatible with 100ll fuel. Ryan On Thu, Apr 1, 2010 at 7:53 PM, skellytown flyer wrote: OK I expect the oil brand issue is about like asking what kind of glue is best. anyway- I am getting closer on this project I bought from D.J. and thinking about draining the oil and putting in new just because it has sat several years. I am sure he ran it some from what he told me and I have pre-lubed it and ran it a few minutes last summer. still with the same oil he had in it. it has a good quality K&N oil filter so I have no doubt he put good quality oil in it. but as I expect to be flying it before too much longer I'd like to replace it with new oil just because it has set idle several years.doubt it got much condensation in Arizona or here in the dry Texas panhandle either.I see in the Wyn manual he suggests using 10W40 Rotella T for break-in and then he says Amsoil 10/30 synthetic is his choice. I plan on running mostly 100 LL fuel in it at least for the near future and wondering what is a good oil to deal with the leaded fuel.the Corvair may not have any lead problem! s but I remember reading about it being an issue in the Rotax 912 or 914 engines with certain oils.Raymond Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292728#292728 ========== st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List ========== http://forums.matronics.com ========== le, List Admin. ="_blank">http://www.matronics.com/contribution ===="http://www.matronics.com/Navigator?Pietenpol-List" target="_blank">ht http://forums.ma - List Contribution Web Site; &nb; http:======================= ________________________________________________________________________________
Date: Apr 02, 2010
Subject: Re: On the subject of oil...
From: Ryan Mueller <rmueller23(at)gmail.com>
Here's what the type cert for A-65s says. It was last revised in Nov 1973: Ambient Air Temperature Below 40 =B0F: SAE 20 Ambient Air Temperature Above 40 =B0F: SAE 40 However, Continental has a Service Information Letter listing TCM authorize d sealants, lubes, and adhesives applicable to all engine models. The latest revision is SIL-99-2B, from October 2005, and you may as well consider this to supersede the old TC: http://www.tcmlink.com/pdf2/SIL99-2B.pdf It calls for: Ambient Air Temperature Below 40 =B0F: SAE 30 or multi-viscosity Ambient Air Temperature Above 40 =B0F: SAE 50 or multi-viscosity In there you will also find a list of various types of oil from various manufacturers that would fall under the acceptable lubricant criteria. Ryan On Fri, Apr 2, 2010 at 3:05 PM, Perry Rhoads wro te: > Aero Shell 50W. It's worked for decades in these engines. > > Perry Rhoads > Piet N12939 > > > ----- Original Message ----- > *From:* jeff wilson > *To:* pietenpol-list(at)matronics.com > *Sent:* Friday, April 02, 2010 2:46 PM > *Subject:* Pietenpol-List: On the subject of oil... > > I searched the archive and only came up with one entry that didn't > really answer my question. > Question is ... what kind of oil to use in my A-65? My engine has about > 300 hours SMOH and chrome cylinders. What are the different kinds of oi l > that are possible and is there special reasons for each use. What are the > pro and cons. Why do you use this one or that one over another? > Any and all answers and opinions welcome. > Jeff Wilson > N899WT > St. Louis, MO > > --- On *Fri, 4/2/10, Tim Willis * wrote: > > > From: Tim Willis <timothywillis(at)earthlink.net> > Subject: Re: Pietenpol-List: Corvair oil > To: pietenpol-list(at)matronics.com > Date: Friday, April 2, 2010, 11:40 AM > > timothywillis@earthlink.net<http://mc/compose?to=timothywillis@earthlin k.net> > > > > > Synthetics such as the Amsoil mentioned have been found not to have the > corrosion resistance of mineral oils. This was reported some time back i n a > "Sport Aviation" article. This is important because A/C engines often si t > for quite awhile between flights, and that is when the corrosion hits. > > I have no personal experience in either case. My aero engines currently > have Shell Aero, because they are getting zero use. I use Castrol Synble nd > in my cars and a similar Castrol in my Mercedes diesels, and Shell Rotell a > in my Ford pickup with Navistar diesel engine. I'd be inclined to use th e > Rotella mineral oil in my aero engines, after break-in with the Shell Aer o > 100. > > In all cases I believe in putting in the best oil, for it is the cheapest > in all cases. Which one is best is the only issue... right? > Tim in central TX > > -----Original Message----- > From: Ryan Mueller > Sent: Apr 2, 2010 11:47 AM > To: pietenpol-list@matronics.com<http://mc/compose?to=pietenpol-list@ma tronics.com> > Subject: Re: Pietenpol-List: Corvair oil > > Per WW's website, from Oct '07: > > Oil Recommendations > The only oil we use in engines today is Shell Rotella T 15W40. It's readi ly > available and has the highest temp tolerance of any mineral based oil I > know. We use this for break in and normal operation. As an option for > extreme duty or turbo motors, Amsoil synthetic 10W30 oil is my choice. Bo th > of these are 100% compatible with 100ll fuel. > > Ryan > > > On Thu, Apr 1, 2010 at 7:53 PM, skellytown flyer > > wrote: > > skellflyer1@yahoo.com <http://mc/compose?to=skellflyer1@yahoo.com>> > > OK I expect the oil brand issue is about like asking what kind of glue is > best. anyway- I am getting closer on this project I bought from D.J. and > thinking about draining the oil and putting in new just because it has sa t > several years. I am sure he ran it some from what he told me and I have > pre-lubed it and ran it a few minutes last summer. still with the same oi l > he had in it. it has a good quality K&N oil filter so I have no doubt he put > good quality oil in it. but as I expect to be flying it before too much > longer I'd like to replace it with new oil just because it has set idle > several years.doubt it got much condensation in Arizona or here in the dr y > Texas panhandle either.I see in the Wyn manual he suggests using 10W40 > Rotella T for break-in and then he says Amsoil 10/30 synthetic is his > choice. I plan on running mostly 100 LL fuel in it at least for the near > future and wondering what is a good oil to deal with the leaded fuel.the > Corvair may not have any lead problem! > > s but I remember reading about it being an issue in the Rotax 912 or 914 > engines with certain oils.Raymond > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=292728#292728 > > > ========== > st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List > ========== > http://forums.matronics.com > ========== > le, List Admin. > ="_blank">http://www.matronics.com/contribution > ===="http://www.matronics.com/Navigator?Pietenpol-List" target= "_blank">ht > http://forums.ma - List Contribution Web Site; > &nb; <http://forums.matronics.com>http:========== ============= > > > <http://www.matronics.com/contribution> > > > * > > href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.mat ronics.com/Navigator?Pietenpol-List > href="http://forums.matronics.com">http://forums.matronics.com > href="http://www.matronics.com/contribution">http://www.matronics.com/c * > > * > =========== =========== =========== =========== > * > > ________________________________________________________________________________
Subject: Re: cheap Stromberg
From: "skellytown flyer" <skellflyer1(at)yahoo.com>
Date: Apr 02, 2010
no that's not the one-I'm sure it's over now.anyway I have a good one that has been rebuilt on mine.just wanted to give somebody a heads up in case they needed it. but I saw it too late to get the word out. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292809#292809 ________________________________________________________________________________
Subject: Re: cheap Stromberg
From: "taildrags" <taildrags(at)hotmail.com>
Date: Apr 02, 2010
Yeah... other than the photo being upside-down, that carb should work on our engines. It's a core and will need to be overhauled. -------- Oscar Zuniga San Antonio, TX Air Camper NX41CC Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292812#292812 ________________________________________________________________________________
Subject: Re: On the subject of oil...
From: "taildrags" <taildrags(at)hotmail.com>
Date: Apr 02, 2010
Aeroshell W100 SAE50. -------- Oscar Zuniga San Antonio, TX Air Camper NX41CC Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292813#292813 ________________________________________________________________________________
From: Wayne Bressler <wayne(at)taildraggersinc.com>
Subject: Re: Corvair vs. Continental - long
Date: Apr 02, 2010
Rick, With all due respect, I disagree to a certain point. Homebuilding a plans-only airplane is not an inherently dangerous activity in and of itself if that aircraft has a proven track record and is constructed to plans using the specified materials. When we start deviating from the intentions and specifications laid forth by the designer, that is where we tend to encounter a higher level of risk. Certain substitutions can be calculated and proven to be safe, indeed. Wood choice can sometimes be one of those instances, when chosen carefully, and with an understanding of the properties and limits of the substitution. Engine choice can also be a safe substitution when the chosen engine has a proven track record of safety and reliability. From my observation, and the experience of others, a poor choice of engine can have fatal results. I guess my point is that if you build the plane as designed, or in a proven configuration, using proven methods and materials, the overall risk is relatively low. But why go and mess the whole thing up by using an engine with a track record of poor performance and unreliability? I'm not pointing fingers at the Corvair, I'm painting a broad stroke. There are a lot of people who know a lot more than I do about Corvairs who can answer the question of reliability a lot better than I can. All I know is that if it's my butt that the engine is keeping up in the air, it'd better be a good one. Wayne Bressler Jr. Taildraggers, Inc. taildraggersinc.com On Apr 2, 2010, at 11:34 AM, Rick Holland wrote: > > > Totally agree. We are talking about taking on increased risk here. > Using units of ROEDUs (Risk Of Emminent Death Units) I would calculate > the following: > > Going from no General Aviation activity to building and flying a plans > built vintage 1929 aircraft (with no prior aircraft building > experience) > - 500 ROEDUs. > > Going from building and flying a plans built vintage 1929 aircraft > with a "Real" aircraft engine to auto conversion engine > - 1 ROEDU. > > Not saying home building is all that risky, just that aviation vs. > auto engine choice pales compared to the choice of entering the plans > built homebuilding/flying activity in the first place. > > rick > > On Thu, Apr 1, 2010 at 10:26 PM, Jim wrote: >> >> >> Well said Gary. That explanation probably fits most of us building >> a Piet and whatever non-ac parts we use. Being another Corvair, >> doug fir Piet builder I'm going to frame your message. >> Thanks, >> Jim B. >> >> Jim Boyer >> Santa Rosa, CA >> Pietenpol on wheels >> Tail surfaces done >> Wing ribs done >> Corvair engine >> >> >> On Mar 31, 2010, Gary Boothe wrote: >> >> Jack (et al), > ________________________________________________________________________________
From: Jeff wilson <jlwilsonnn(at)yahoo.com>
Subject: Corvair vs. Continental - long
Date: Apr 02, 2010
In real estate they say... Location, location, location. When building a plane its ... Build to plans, build to plans, build to plans. Jeff Wilson N899WT ( brand new N #) St. Louis, MO ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov>
Date: Apr 02, 2010
Subject: reliability and safety/ risks
The two things that kill more people than crank-snapping incidents, poor workmanship, and using inferior building materials are fuel starvation and flying into weather you had no bidness flying into in the first place. Just recently a friend e-mailed me about a student and instructor who got killed in a Cessna 150 that was perfectly airworthy with a perfectly qualified instructor aboard. They had the fuel selector OFF on takeoff. How many times have you guys taxied out and had the engine quit on you because you forgot to turn your fuel valve on ? I have. At least four times since getting my license 30 years ago. It would have been really ugly happening about 75 feet over the telephone wires on takeoff. Weather too...holy moly is weather scary. When flying to Brodhead I landed in Chicago last July at Romeoville/Lewis U. Airport for fuel and checked out the weather computer loop and saw a wide and yellow and red/green band of heavy precip closing in on Brodhead from the NW. I calculated that if I launched for Brodhead that cold front and I might (or might not have) have met in mid air but it was like throwing a dart so I stood down, got a rental car for cheap and slept in a Motel 6 with my Red Lobster meal to go watching the tv weather. Yikes ! It got ugly there at Brodhead Friday evening according to my compadres and Infidels and though I felt bad they all had to endure that in a tent, I was glad my plane was tucked in next to a Citation in a steel hangar ! Mike C. ________________________________________________________________________________
Date: Apr 02, 2010
Subject: Re: Corvair vs. Continental - long
From: Rick Holland <at7000ft(at)gmail.com>
What I really meant to say, and as Mike mentioned, based on accident statistics piloting ability is far more important than the machine you fly in (and it's engine type). rick On Fri, Apr 2, 2010 at 3:35 PM, Wayne Bressler wrote: > > > Rick, > > With all due respect, I disagree to a certain point. Homebuilding a > plans-only airplane is not an inherently dangerous activity in and of itself > if that aircraft has a proven track record and is constructed to plans using > the specified materials. When we start deviating from the intentions and > specifications laid forth by the designer, that is where we tend to > encounter a higher level of risk. > > Certain substitutions can be calculated and proven to be safe, indeed. Wood > choice can sometimes be one of those instances, when chosen carefully, and > with an understanding of the properties and limits of the substitution. > > Engine choice can also be a safe substitution when the chosen engine has a > proven track record of safety and reliability. From my observation, and the > experience of others, a poor choice of engine can have fatal results. > > I guess my point is that if you build the plane as designed, or in a proven > configuration, using proven methods and materials, the overall risk is > relatively low. But why go and mess the whole thing up by using an engine > with a track record of poor performance and unreliability? I'm not pointing > fingers at the Corvair, I'm painting a broad stroke. > > There are a lot of people who know a lot more than I do about Corvairs who > can answer the question of reliability a lot better than I can. All I know > is that if it's my butt that the engine is keeping up in the air, it'd > better be a good one. > > Wayne Bressler Jr. > Taildraggers, Inc. > taildraggersinc.com > > On Apr 2, 2010, at 11:34 AM, Rick Holland wrote: > >> >> Totally agree. We are talking about taking on increased risk here. >> Using units of ROEDUs (Risk Of Emminent Death Units) I would calculate >> the following: >> >> Going from no General Aviation activity to building and flying a plans >> built vintage 1929 aircraft (with no prior aircraft building >> experience) >> - 500 ROEDUs. >> >> Going from building and flying a plans built vintage 1929 aircraft >> with a "Real" aircraft engine to auto conversion engine >> - 1 ROEDU. >> >> Not saying home building is all that risky, just that aviation vs. >> auto engine choice pales compared to the choice of entering the plans >> built homebuilding/flying activity in the first place. >> >> rick >> >> On Thu, Apr 1, 2010 at 10:26 PM, Jim wrote: >>> >>> >>> >>> Well said Gary. That explanation probably fits most of us building a Piet >>> and whatever non-ac parts we use. Being another Corvair, doug fir Piet >>> builder I'm going to frame your message. >>> Thanks, >>> Jim B. >>> >>> Jim Boyer >>> Santa Rosa, CA >>> Pietenpol on wheels >>> Tail surfaces done >>> Wing ribs done >>> Corvair engine >>> >>> >>> On Mar 31, 2010, Gary Boothe wrote: >>> >>> Jack (et al), >> > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
Date: Apr 02, 2010
From: Ben Charvet <bcharvet(at)bellsouth.net>
Subject: Phase 1 update NX866BC
Today I loaded the Piet up to gross wt of 1150 lbs with 200 lbs strapped to the front seat. I was able to find enough scrap lead and iron to fit into a sturdy canvas tool bag. I could tell a difference in the airplane just pushing it out of the hangar. The landing gear bungees were even stretched out about 1/4 in more than with an empty front seat. I was as nervous as the first flight. Taxi and takeoff were uneventful, although I used more runway lifting off. I rechecked my best climb speed, and was still able to get 400 FPM at 60 MPH, 350 FPM at 65 mph. Sixty was my best rate of climb with just me in it too. I have a Sensenich CK 72X40 climb prop, and it is working out well I guess. Stalls were as uneventful as before and happened at 36 mph, about what I expected. I need to add a little bit of right thrust to the motor mount, as I'm still needing to hold some right rudder in level flight (don't need any rudder power off). The weather in Florida has been beautiful this week I've been flying my butt off trying to make it to Sun-N-Fun, but I have 20 hours on it now, and all the important flight testing is done. I'm still not sure what days I will be there. The Pres is planning a trip to Kennedy Space Center April 15 (Thurs), and if he does that will shut down my airport. Friday is looking good to me. What days are the Big Piets going to be there? It would be great if we could get 4 Piets lined up in Homebuilders Corner. Ben Charvet NX866BC ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: Phase 1 update NX866BC
Date: Apr 02, 2010
I'm still planning to be there Friday through Sunday morning, Ben. Jack Phillips NX899JP Raleigh, NC -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Ben Charvet Sent: Friday, April 02, 2010 6:50 PM Subject: Pietenpol-List: Phase 1 update NX866BC Today I loaded the Piet up to gross wt of 1150 lbs with 200 lbs strapped to the front seat. I was able to find enough scrap lead and iron to fit into a sturdy canvas tool bag. I could tell a difference in the airplane just pushing it out of the hangar. The landing gear bungees were even stretched out about 1/4 in more than with an empty front seat. I was as nervous as the first flight. Taxi and takeoff were uneventful, although I used more runway lifting off. I rechecked my best climb speed, and was still able to get 400 FPM at 60 MPH, 350 FPM at 65 mph. Sixty was my best rate of climb with just me in it too. I have a Sensenich CK 72X40 climb prop, and it is working out well I guess. Stalls were as uneventful as before and happened at 36 mph, about what I expected. I need to add a little bit of right thrust to the motor mount, as I'm still needing to hold some right rudder in level flight (don't need any rudder power off). The weather in Florida has been beautiful this week I've been flying my butt off trying to make it to Sun-N-Fun, but I have 20 hours on it now, and all the important flight testing is done. I'm still not sure what days I will be there. The Pres is planning a trip to Kennedy Space Center April 15 (Thurs), and if he does that will shut down my airport. Friday is looking good to me. What days are the Big Piets going to be there? It would be great if we could get 4 Piets lined up in Homebuilders Corner. Ben Charvet NX866BC ________________________________________________________________________________
Date: Apr 02, 2010
From: Jeff Boatright <jboatri(at)emory.edu>
Subject: Re: reliability and safety/ risks
I, too, have forgotten the fuel selector valve. Because of this, I am a HUGE proponent of plumbing fuel lines that are as short and direct as possible, with the fewest number of turns, etc. The plumbing that came with our Piet was way, way too complicated. Not only could it result in fuel starvation even with several gallons on board, but it also allowed several minutes of run time if the fuel valve was shut off. The way we have it now, all but about a quart is usable fuel AND run tum if the valve is left off is maybe 30 secs or less. >(GRC-RXD0)[ASRC Aerospace Corporation]" > >The two things that kill more people than crank-snapping incidents, >poor workmanship, >and using inferior building materials are fuel starvation and flying >into weather you >had no bidness flying into in the first place. > >Just recently a friend e-mailed me about a student and instructor >who got killed in a Cessna >150 that was perfectly airworthy with a perfectly qualified >instructor aboard. They had the >fuel selector OFF on takeoff. > >How many times have you guys taxied out and had the engine quit on >you because you forgot to >turn your fuel valve on ? I have. At least four times since >getting my license 30 years >ago. It would have been really ugly happening about 75 feet over >the telephone wires on takeoff. > >Weather too...holy moly is weather scary. When flying to Brodhead >I landed in Chicago last July >at Romeoville/Lewis U. Airport for fuel and checked out the weather >computer loop and saw a wide >and yellow and red/green band of heavy precip closing in on Brodhead >from the NW. I calculated >that if I launched for Brodhead that cold front and I might (or >might not have) have met in >mid air but it was like throwing a dart so I stood down, got a >rental car for cheap and slept >in a Motel 6 with my Red Lobster meal to go watching the tv weather. >Yikes ! It got ugly >there at Brodhead Friday evening according to my compadres and >Infidels and though I felt bad >they all had to endure that in a tent, I was glad my plane was >tucked in next to a Citation in >a steel hangar ! > >Mike C. -- Jeff Boatright "Now let's think about this..." ________________________________________________________________________________
From: Wayne Bressler <wayne(at)taildraggersinc.com>
Subject: Re: Corvair vs. Continental - long
Date: Apr 02, 2010
Rick, Agreed. Decision making is also very important. We now return you to your regularly scheduled Pietenpol programming. Wayne Bressler Jr. Taildraggers, Inc. taildraggersinc.com On Apr 2, 2010, at 6:38 PM, Rick Holland wrote: > > > What I really meant to say, and as Mike mentioned, based on accident > statistics piloting ability is far more important than the machine you > fly in (and it's engine type). > > rick > > On Fri, Apr 2, 2010 at 3:35 PM, Wayne Bressler > wrote: >> >> >> Rick, >> >> With all due respect, I disagree to a certain point. Homebuilding a >> plans-only airplane is not an inherently dangerous activity in and >> of itself >> if that aircraft has a proven track record and is constructed to >> plans using >> the specified materials. When we start deviating from the >> intentions and >> specifications laid forth by the designer, that is where we tend to >> encounter a higher level of risk. >> >> Certain substitutions can be calculated and proven to be safe, >> indeed. Wood >> choice can sometimes be one of those instances, when chosen >> carefully, and >> with an understanding of the properties and limits of the >> substitution. >> >> Engine choice can also be a safe substitution when the chosen >> engine has a >> proven track record of safety and reliability. From my >> observation, and the >> experience of others, a poor choice of engine can have fatal results. >> >> I guess my point is that if you build the plane as designed, or in >> a proven >> configuration, using proven methods and materials, the overall risk >> is >> relatively low. But why go and mess the whole thing up by using an >> engine >> with a track record of poor performance and unreliability? I'm not >> pointing >> fingers at the Corvair, I'm painting a broad stroke. >> >> There are a lot of people who know a lot more than I do about >> Corvairs who >> can answer the question of reliability a lot better than I can. >> All I know >> is that if it's my butt that the engine is keeping up in the air, >> it'd >> better be a good one. >> >> Wayne Bressler Jr. >> Taildraggers, Inc. >> taildraggersinc.com >> >> On Apr 2, 2010, at 11:34 AM, Rick Holland wrote: >> >>> > >>> >>> Totally agree. We are talking about taking on increased risk here. >>> Using units of ROEDUs (Risk Of Emminent Death Units) I would >>> calculate >>> the following: >>> >>> Going from no General Aviation activity to building and flying a >>> plans >>> built vintage 1929 aircraft (with no prior aircraft building >>> experience) >>> - 500 ROEDUs. >>> >>> Going from building and flying a plans built vintage 1929 aircraft >>> with a "Real" aircraft engine to auto conversion engine >>> - 1 ROEDU. >>> >>> Not saying home building is all that risky, just that aviation vs. >>> auto engine choice pales compared to the choice of entering the >>> plans >>> built homebuilding/flying activity in the first place. >>> >>> rick >>> >>> On Thu, Apr 1, 2010 at 10:26 PM, Jim wrote: >>>> >>>> >>>> >>>> Well said Gary. That explanation probably fits most of us >>>> building a Piet >>>> and whatever non-ac parts we use. Being another Corvair, doug fir >>>> Piet >>>> builder I'm going to frame your message. >>>> Thanks, >>>> Jim B. >>>> >>>> Jim Boyer >>>> Santa Rosa, CA >>>> Pietenpol on wheels >>>> Tail surfaces done >>>> Wing ribs done >>>> Corvair engine >>>> >>>> >>>> On Mar 31, 2010, Gary Boothe wrote: >>>> >>>> Jack (et al), >>> >> >> >> >> >> > > > -- > Rick Holland > Castle Rock, Colorado > > "Logic is a wreath of pretty flowers, that smell bad" > > ________________________________________________________________________________
Date: Apr 02, 2010
From: shad bell <aviatorbell(at)yahoo.com>
Subject: Corvair crank failures etc
Guys you can all relax, from what I have gathered Dad's crank failure was one of (if not THE only) the only corvair crank failure on a Pietenpol. (higher turning, 3400+rpm corvairs on KR2's, etc have had a few more) Our monday morning quarter backing, showed that the radius's were too sharp on the rod and main journals, our fault for not catching it first, the original engine we had on the piet was supposedly gone through with Bernard Pietenpol, 20+ years before dad bought it, of course I can not confirm that. Secondly, a helicoil repair DID cause detonation, and or preignition, which broke the poor ole crankshaft. It sure was fun learning to quickly dismantle the wings, and trailer it home before the news choppers showed up. If any of you are uncertin as to weather or not you want to use a corvair, I would use another corvair, but I would use the new 5th bearing design to take the prop loads off of the tiny stock thrust bearing. And dont be fooled by any engine aircraft or conversion, they all can and all WILL quit some day, expect it at all times, leave yourself an out, when and if it does put the nose down and fly it to the crash. Crank failure, fuel problem, camshaft rodd bolts, spinner comes off, etc etc etc, only takes one of them to ruin your day. "This is Paul Harvey, goood Day" Shad ________________________________________________________________________________
Date: Apr 02, 2010
From: shad bell <aviatorbell(at)yahoo.com>
Subject: Re: Corvair oil
We use old crisco out of the Mr Fry, after its too dark to cook french fries in again. "Better to be dead and cool, than alive and uncool" Just Joking, rotella T 15-40 Shad ________________________________________________________________________________
Subject: Re: reliability and safety/ risks
Date: Apr 03, 2010
From: helspersew(at)aol.com
Hi Mike and All, Yes one of my close calls was back in 2003. Me and my two sons had flown down to Kitty Hawk in the summer to celebrate the 100th anniversary of fl ight. On our way back we stopped for gas in the mountains, can't remember where, but this airport was in a valley surrounded by pretty big hills. We were using one of those yolk-mounted GPS holders. Right before take-of f (my son was PIC) he cycled through the controls to insure freedom of mov ement. We lined-up and poured on the coals, and to our surprise we went ab out 100 feet and the engine quit! Took us a few minutes to figure out that when my son was checking the controls before take-off, that blasted yoke- mounted GPS holder had gotten caught on the mixture push-pull handle and pulled it out!! A few beads of sweat had to be wiped off my headon that one. Dan Helsper Poplar Grove, IL. NX929DH (Painted the cowls and fuse yesterday. Getting closer to Brodhead! !) -----Original Message----- From: Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation] <michael.d.cu y(at)nasa.gov> Sent: Fri, Apr 2, 2010 5:00 pm Subject: Pietenpol-List: reliability and safety/ risks ospace orporation]" The two things that kill more people than crank-snapping incidents, poor orkmanship, nd using inferior building materials are fuel starvation and flying into eather you ad no bidness flying into in the first place. Just recently a friend e-mailed me about a student and instructor who got killed n a Cessna 50 that was perfectly airworthy with a perfectly qualified instructor aboa rd. hey had the uel selector OFF on takeoff. How many times have you guys taxied out and had the engine quit on you bec ause ou forgot to urn your fuel valve on ? I have. At least four times since getting my icense 30 years go. It would have been really ugly happening about 75 feet over the tele phone ires on takeoff. Weather too...holy moly is weather scary. When flying to Brodhead I land ed in hicago last July t Romeoville/Lewis U. Airport for fuel and checked out the weather compute r oop and saw a wide nd yellow and red/green band of heavy precip closing in on Brodhead from the W. I calculated hat if I launched for Brodhead that cold front and I might (or might not have) ave met in id air but it was like throwing a dart so I stood down, got a rental car for heap and slept n a Motel 6 with my Red Lobster meal to go watching the tv weather. Yike s ! t got ugly here at Brodhead Friday evening according to my compadres and Infidels and hough I felt bad hey all had to endure that in a tent, I was glad my plane was tucked in ne xt to Citation in steel hangar ! Mike C. -======================== ======================== =========== -= - 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, -= Photoshare, and much much more: - -= --> http://www.matronics.com/Navigator?Pietenpol-List - -======================== ======================== =========== -= - MATRONICS WEB FORUMS - -= Same great content also available via the Web Forums! - -= --> http://forums.matronics.com - -======================== ======================== =========== -= - List Contribution Web Site - -= Thank you for your generous support! -= -Matt Dralle, List Admin. -= --> http://www.matronics.com/contribution -======================== ======================== =========== ________________________________________________________________________________
Date: Apr 03, 2010
From: John Egan <johnegan99(at)yahoo.com>
Subject: Re: Firewall Fabrication
Thanks group for the replys regarding-firewall fabrication processes.- I'll start in the morning...=0A-=0Ajohn egan=0Agreenville, wi=0A=0A=0A ________________________________________________________________________________
Date: Apr 03, 2010
Subject: 800x4 Cub wheels and brakes for sale
From: Ryan Mueller <rmueller23(at)gmail.com>
Good morning all, We have a set of 800x4 wheels and brakes for sale. They were removed from a flying J-3 for an upgrade to larger wheels and tires. The wheels are in very good shape, and the Goodyear tires still have life left in them. They come with complete expander tube brake assemblies and drums, and Cub wheel covers. $750 + shipping is what we are asking. We bought them for our Piet to have the nice, fat balloon tire look, but we are not going to need them any longer. Let me know if you are interested. Thanks! Ryan ________________________________________________________________________________
Date: Apr 03, 2010
From: Jim <jimboyer(at)hughes.net>
Subject: Re: Corvair oil
Rick, Do you have a KMART near you Rick? My local KMART has it in stock in gallon containers in the auto parts department. Jim Jim Boyer Santa Rosa, CA Pietenpol on wheels Tail surfaces done Wing ribs done Corvair engine On Apr 2, 2010, Rick Holland wrote: Cannot find 10W40 Rotella, use 15W40 Rotella as WW recommends. rick On Thu, Apr 1, 2010 at 6:53 PM, skellytown flyer wrote: > > OK I expect the oil brand issue is about like asking what kind of glue is best. anyway- I am getting closer on this project I bought from D.J. and thinking about draining the oil and putting in new just because it has sat several years. I am sure he ran it some from what he told me and I have pre-lubed it and ran it a few minutes last summer. still with the same oil he had in it. it has a good quality K&N oil filter so I have no doubt he put good quality oil in it. but as I expect to be flying it before too much longer I'd like to replace it with new oil just because it has set idle several years.doubt it got much condensation in Arizona or here in the dry Texas panhandle either.I see in the Wyn manual he suggests using 10W40 Rotella T for break-in and then he says Amsoil 10/30 synthetic is his choice. I plan on running mostly 100 LL fuel in it at least for the near future and wondering what is a good oil to deal with the leaded fuel.the Corvair may not have any lead probl! em! > s but I remember reading about it being an issue in the Rotax 912 or 914 engines with certain oils.Raymond > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=292728#292728 > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
Date: Apr 03, 2010
Subject: Re: Corvair oil
From: Rick Holland <at7000ft(at)gmail.com>
Hey Jim I found Rotella 15W40 at the local WalMart. Need to go get another gallon and a half to do my first one hour oil change. rick On Sat, Apr 3, 2010 at 12:06 PM, Jim wrote: > > > Rick, > Do you have a KMART near you Rick? My local KMART has it in stock in gallon containers in the auto parts department. > Jim > > Jim Boyer > Santa Rosa, CA > Pietenpol on wheels > Tail surfaces done > Wing ribs done > Corvair engine > > > On Apr 2, 2010, Rick Holland wrote: > > > Cannot find 10W40 Rotella, use 15W40 Rotella as WW recommends. > > rick > > On Thu, Apr 1, 2010 at 6:53 PM, skellytown flyer wrote: >> >> OK I expect the oil brand issue is about like asking what kind of glue is best. anyway- I am getting closer on this project I bought from D.J. and thinking about draining the oil and putting in new just because it has sat several years. I am sure he ran it some from what he told me and I have pre-lubed it and ran it a few minutes last summer. still with the same oil he had in it. it has a good quality K&N oil filter so I have no doubt he put good quality oil in it. but as I expect to be flying it before too much longer I'd like to replace it with new oil just because it has set idle several years.doubt it got much condensation in Arizona or here in the dry Texas panhandle either.I see in the Wyn manual he suggests using 10W40 Rotella T for break-in and then he says Amsoil 10/30 synthetic is his choice. I plan on running mostly 100 LL fuel in it at least for the near future and wondering what is a good oil to deal with the leaded fuel.the Corvair may not have any lead probl! > em! >> s but I remember reading about it being an issue in the Rotax 912 or 914 engines with certain oils.Raymond >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=292728#292728 >> >> >> >> >> >> >> >> >> >> >> > > > -- > Rick Holland > Castle Rock, Colorado > > "Logic is a wreath of pretty flowers, that smell bad" > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
Date: Apr 03, 2010
From: shad bell <aviatorbell(at)yahoo.com>
Subject: Re: Corvair oil
Rick, Just wondering if you did the initial test runs with 10w-30 or not? I remember wynne's recomendation for running the 1st .5- 1.0 hrs on regular old 10w30 (I think it was anyways). Not sure if it is nessasary or not for break in/ seating of rings etc, or if it's just more economical, being as it only gets run through the engine for an hour or less. We have been running exclusivly rotella T 15-40, and have had no problems with it. If your initial oil temps are a little higher than expected don't frett yet, ours dropped 10-20 degrees after about 15-20 hrs. Just make sure they stay within the parameters, we switiched to a stock corvair 12 plate cooler to help lower our temps a little. If I can provide any info or help don't be affraid to ask, I will answer to the best of my knowlage. Shad ________________________________________________________________________________
Date: Apr 04, 2010
From: Jim <jimboyer(at)hughes.net>
Subject: Re: Corvair oil
Glad you found it Rick; Wal-Mart or KMART aren't they all the same? cheers, Jim B. Jim Boyer Santa Rosa, CA Pietenpol on wheels Tail surfaces done Wing ribs done Corvair engine Apr 3, 2010 05:26:31 PM, pietenpol-list(at)matronics.com wrote: Hey Jim I found Rotella 15W40 at the local WalMart. Need to go get another gallon and a half to do my first one hour oil change. rick On Sat, Apr 3, 2010 at 12:06 PM, Jim wrote: > > > Rick, > Do you have a KMART near you Rick? My local KMART has it in stock in gallon containers in the auto parts department. > Jim > > Jim Boyer > Santa Rosa, CA > Pietenpol on wheels > Tail surfaces done > Wing ribs done > Corvair engine > > > On Apr 2, 2010, Rick Holland wrote: > > > Cannot find 10W40 Rotella, use 15W40 Rotella as WW recommends. > > rick > > On Thu, Apr 1, 2010 at 6:53 PM, skellytown flyer wrote: >> >> OK I expect the oil brand issue is about like asking what kind of glue is best. anyway- I am getting closer on this project I bought from D.J. and thinking about draining the oil and putting in new just because it has sat several years. I am sure he ran it some from what he told me and I have pre-lubed it and ran it a few minutes last summer. still with the same oil he had in it. it has a good quality K&N oil filter so I have no doubt he put good quality oil in it. but as I expect to be flying it before too much longer I'd like to replace it with new oil just because it has set idle several years.doubt it got much condensation in Arizona or here in the dry Texas panhandle either.I see in the Wyn manual he suggests using 10W40 Rotella T for break-in and then he says Amsoil 10/30 synthetic is his choice. I plan on running mostly 100 LL fuel in it at least for the near future and wondering what is a good oil to deal with the leaded fuel.the Corvair may not have any lead prob! l! > em! >> s but I remember reading about it being an issue in the Rotax 912 or 914 engines with certain oils.Raymond >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=292728#292728 >> >> >> >> >> >> >> >> >> >> >> > > > -- > Rick Holland > Castle Rock, Colorado > > "Logic is a wreath of pretty flowers, that smell bad" > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
Date: Apr 04, 2010
From: Jim <jimboyer(at)hughes.net>
Subject: Re: Windscreen
Hi Gary, Got the landing gear and wheels back on today with Arlene's help. Then I got out the photos of your windscreens to look and see if I can figure out how you did them. First off you did them excellently and I have some questions. Why are the fillers L shaped and you said they are fastened to the front of the windscreen? I can't tell from your photos where they are and what is their purpose? Are they just to cover up your ability to see the top of the glass (acrylic?)? Are they also fastened with the screws you put through the front and rear frames? Thanks Gary, Jim B. Jim Boyer Santa Rosa, CA Pietenpol on wheels Tail surfaces done Wing ribs done Corvair engine Feb 22, 2010 11:00:45 AM, pietenpol-list(at)matronics.com wrote: Thanks, Dan! Ill post some more pics later in the weekwhen I get back to the office, but heres a teaser #13 shows the gap between the front and back piece. #15 shows the filler. Its just a piece of .016 bent to an L and is located on the front side of the glass. #8 shows the cutout process of one of the pieces. After finishing this windscreen, I think I could incorporate the filler piece in to the front frame and just bend it over. Gary Boothe Cool, Ca. Pietenpol WW Corvair Conversion, mounted Tail done, Fuselage on gear (18 ribs down) From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of helspersew(at)aol.com Sent: Monday, February 22, 2010 5:25 AM Subject: Re: Pietenpol-List: Windscreen Gary, Like that windscreen a lot. Could you post more detail shots at front corners? I think I am going to make mine over again. Yours looks like it is all one piece, front and uprights? Dan Helsper Poplar Grove, IL -----Original Message----- From: Gary Boothe <gboothe(at)calply.com> Sent: Sun, Feb 21, 2010 6:20 pm Subject: Pietenpol-List: Windscreen The kitchen remodel is on hold until the countertop guy gets his stuff done, so I spent the weekend working on one of the windscreens. Mine are made from 6061 .025 and consist of 8 pieces: Front and back, 3 L shaped fillers for the tops, and 3 mounting brackets to the fuselage. Those are made, just not cut to length and fitted. I used a method similar to Jack Phillips, with a wood former. So far I have 12 hours in the first one!!! Gary Boothe Cool, Ca. Pietenpol WW Corvair Conversion, mounted Tail done, Fuselage on gear (18 ribs down) http://www.matronics.com/Navigator?Pietenpol-List">http://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.com">http://forums.matronics.comhttp://www.matronics.com/contribution">http://www.matronics.com/contribution ________________________________________________________________________________
From: "Gary Boothe" <gboothe5(at)comcast.net>
Subject: Windscreen
Date: Apr 03, 2010
Jim, The L shaped fillers are inside the front piece, but in front of the acrylic, to hide the acrylic as you say. They are held by the same screws that hold everything together. Here are a few more pictures that may help. I'd love to see a pic of your plane on wheels! Gary -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jim Sent: Saturday, April 03, 2010 9:31 PM Subject: Re: RE: Pietenpol-List: Windscreen Hi Gary, Got the landing gear and wheels back on today with Arlene's help. Then I got out the photos of your windscreens to look and see if I can figure out how you did them. First off you did them excellently and I have some questions. Why are the fillers L shaped and you said they are fastened to the front of the windscreen? I can't tell from your photos where they are and what is their purpose? Are they just to cover up your ability to see the top of the glass (acrylic?)? Are they also fastened with the screws you put through the front and rear frames? Thanks Gary, Jim B. Jim Boyer Santa Rosa, CA Pietenpol on wheels Tail surfaces done Wing ribs done Corvair engine Feb 22, 2010 11:00:45 AM, pietenpol-list(at)matronics.com wrote: Thanks, Dan! I'll post some more pics later in the week.when I get back to the office, but here's a teaser. #13 shows the gap between the front and back piece. #15 shows the 'filler'. It's just a piece of .016 bent to an 'L' and is located on the front side of the glass. #8 shows the cutout process of one of the pieces. After finishing this windscreen, I think I could incorporate the filler piece in to the front frame and just bend it over. Gary Boothe Cool, Ca. Pietenpol WW Corvair Conversion, mounted Tail done, Fuselage on gear (18 ribs down.) From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of helspersew(at)aol.com Sent: Monday, February 22, 2010 5:25 AM Subject: Re: Pietenpol-List: Windscreen Gary, Like that windscreen a lot. Could you post more detail shots at front corners? I think I am going to make mine over again. Yours looks like it is all one piece, front and uprights? Dan Helsper Poplar Grove, IL -----Original Message----- From: Gary Boothe <gboothe(at)calply.com> Sent: Sun, Feb 21, 2010 6:20 pm Subject: Pietenpol-List: Windscreen The kitchen remodel is on hold until the countertop guy gets his stuff done, so I spent the weekend working on one of the windscreens. Mine are made from 6061 .025 and consist of 8 pieces: Front and back, 3 'L' shaped fillers for the tops, and 3 mounting brackets to the fuselage. Those are made, just not cut to length and fitted. I used a method similar to Jack Phillips, with a wood former. So far I have 12 hours in the first one!!! Gary Boothe Cool, Ca. Pietenpol WW Corvair Conversion, mounted Tail done, Fuselage on gear (18 ribs down.) http://www.matronics.com/Navigator?Pietenpol-List">http://www.matronics.com/ Navigator?Pietenpol-Listhttp://forums.matronics.com">http://forums.matronics .comhttp://www.matronics.com/contribution">http://www.matronics.com/contribu tion ________________________________________________________________________________
Subject: Re: reliability and safety/ risks
From: "tkreiner" <tkreiner(at)gmail.com>
Date: Apr 04, 2010
Guys. In God we Trust. EVERYTHING ELSE is on the check list. If you update and/ or use your checklist, you'll NEVER overlook the fuel selector again. Just my $ .02 worth. -------- Tom Kreiner Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292932#292932 ________________________________________________________________________________
Date: Apr 04, 2010
From: Frank Metcalfe <fmetcalf(at)bellsouth.net>
Subject: Re: Phase 1 update NX866BC
Two of the Big Piets are leaving Saturday the 10th. The other two=0A-just dont have the time flown off yet We are hoping all four make it to Brodhea d this year Look us up and park with us !!=0A=0A=0A=0A_____________________ ___________=0AFrom: Ben Charvet <bcharvet(at)bellsouth.net>=0ATo: Pietenpol li st =0ASent: Fri, April 2, 2010 6:49:51 PM=0AS ubject: Pietenpol-List: Phase 1 update NX866BC=0A=0A--> Pietenpol-List mess age posted by: Ben Charvet =0A=0AToday I loaded the Piet up to gross wt of 1150 lbs with 200 lbs strapped to the front seat. - I was able to find enough scrap lead and iron to fit into a sturdy canv as tool bag. I could tell a difference in the airplane just pushing it out of the hangar.- The landing gear bungees were even stretched out about 1/ 4 in more than with an empty front seat.- I was as nervous as the first f light.- Taxi and takeoff were uneventful, although I used more runway lif ting off.- I rechecked my best climb speed, and was still able to get 400 FPM at 60 MPH, 350 FPM at 65 mph.- Sixty was my best rate of climb with just me in it too.- I have a Sensenich CK 72X40 climb prop, and it is wor king out well I guess.- Stalls were as uneventful as before and happened at 36 mph, about what I expected.- I need to add a little bit of right th rust to the motor mount, as I'm still needing to hold some right rudder in level flight (don't need any rudder power off).- The weather in Florida has been beautiful this week=0A=0AI've been flying my butt off trying to make it to Sun-N-Fun, but I have 20 hours on it now, and all the important flight testing is done.- I'm still not sure what days I will be there.- The Pres is planning a trip to Kennedy Space Center April 15 (Th urs), and if he does that will shut down my airport.- Friday is looking g ood to me.- What days are the Big Piets going to be there?- It would be great if we could get 4 Piets lined up in Homebuilders Corner.=0A=0ABen Ch =========================0A ==================== ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Re: Windscreen
Date: Apr 04, 2010
Gary, Looks like you installed snaps on the inside of the windshield. What are they for? David Paule ________________________________________________________________________________
From: "Gary Boothe" <gboothe5(at)comcast.net>
Subject: Windscreen
Date: Apr 04, 2010
Those are fibered lock nuts, but not the final fit. The screws are SS Hex Head #6. Gary Boothe Cool, Ca. Pietenpol WW Corvair Conversion, mounted Tail done, Fuselage on gear (18 ribs down.) -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of David Paule Sent: Sunday, April 04, 2010 8:11 AM Subject: Re: RE: Pietenpol-List: Windscreen Gary, Looks like you installed snaps on the inside of the windshield. What are they for? David Paule ________________________________________________________________________________
Date: Apr 04, 2010
From: Jim <jimboyer(at)hughes.net>
Subject: Re: Windscreen
Hi Gary, Thanks for the additional pictures and explanation. I understand now what you did; boy those windshields really look nice. I don't think a factory could make them look any nicer. Am surprised that the Olfa knife can cut aluminium that well. What was the temper of the 025 6061? T6? Your process is pretty easy to follow thanks to your pictures. Arlene and I have laid out the aluminium cowling for the front cockpit using posterboard so as soon as I cut it out of aluminium will then do the windshield. Wish me luck. As soon as we see the sun again will roll the Piet into the driveway and take few pictures of it as it is now. Thanks again, Jim B. Jim Boyer Santa Rosa, CA Pietenpol on wheels Tail surfaces done Wing ribs done Corvair engine On Apr 3, 2010, Gary Boothe wrote: Jim, The L shaped fillers are inside the front piece, but in front of the acrylic, to hide the acrylic as you say. They are held by the same screws that hold everything together. Here are a few more pictures that may help. I'd love to see a pic of your plane on wheels! Gary -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jim Sent: Saturday, April 03, 2010 9:31 PM Subject: Re: RE: Pietenpol-List: Windscreen Hi Gary, Got the landing gear and wheels back on today with Arlene's help. Then I got out the photos of your windscreens to look and see if I can figure out how you did them. First off you did them excellently and I have some questions. Why are the fillers L shaped and you said they are fastened to the front of the windscreen? I can't tell from your photos where they are and what is their purpose? Are they just to cover up your ability to see the top of the glass (acrylic?)? Are they also fastened with the screws you put through the front and rear frames? Thanks Gary, Jim B. Jim Boyer Santa Rosa, CA Pietenpol on wheels Tail surfaces done Wing ribs done Corvair engine Feb 22, 2010 11:00:45 AM, pietenpol-list(at)matronics.com wrote: Thanks, Dan! I'll post some more pics later in the week.when I get back to the office, but here's a teaser. #13 shows the gap between the front and back piece. #15 shows the 'filler'. It's just a piece of .016 bent to an 'L' and is located on the front side of the glass. #8 shows the cutout process of one of the pieces. After finishing this windscreen, I think I could incorporate the filler piece in to the front frame and just bend it over. Gary Boothe Cool, Ca. Pietenpol WW Corvair Conversion, mounted Tail done, Fuselage on gear (18 ribs down.) From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of helspersew(at)aol.com Sent: Monday, February 22, 2010 5:25 AM Subject: Re: Pietenpol-List: Windscreen Gary, Like that windscreen a lot. Could you post more detail shots at front corners? I think I am going to make mine over again. Yours looks like it is all one piece, front and uprights? Dan Helsper Poplar Grove, IL -----Original Message----- From: Gary Boothe <gboothe(at)calply.com> Sent: Sun, Feb 21, 2010 6:20 pm Subject: Pietenpol-List: Windscreen The kitchen remodel is on hold until the countertop guy gets his stuff done, so I spent the weekend working on one of the windscreens. Mine are made from 6061 .025 and consist of 8 pieces: Front and back, 3 'L' shaped fillers for the tops, and 3 mounting brackets to the fuselage. Those are made, just not cut to length and fitted. I used a method similar to Jack Phillips, with a wood former. So far I have 12 hours in the first one!!! Gary Boothe Cool, Ca. Pietenpol WW Corvair Conversion, mounted Tail done, Fuselage on gear (18 ribs down.) http://www.matronics.com/Navigator?Pietenpol-List">http://www.matronics.com/ Navigator?Pietenpol-Listhttp://forums.matronics.com">http://forums.matronics .comhttp://www.matronics.com/contribution">http://www.matronics.com/contribu tion ________________________________________________________________________________
Date: Apr 04, 2010
From: Tim Willis <timothywillis(at)earthlink.net>
Subject: Re: Phase 1 update NX866BC
Ben, By way of future reference, I am trying to benchmark your performance for my future expectations. You have a bit more "climb" in your prop than I have, and with 1150# load, that 400fpm climb sounds pretty good. BTW, I am a big fat boy who will be using an A-65. Carrying my 100# wife should present no problem, other than drugging her to get her into the plane, but my pal Ron whom many of you have seen is roughly my size, girth, and weight. What is your engine, and what was your runway altitude and air temp. in this trial? Do you plan to try it with a "300# passenger," emulating full fuel and fat boys? Tim in central TX -----Original Message----- >From: Ben Charvet <bcharvet(at)bellsouth.net> >Sent: Apr 2, 2010 6:49 PM >To: Pietenpol list >Subject: Pietenpol-List: Phase 1 update NX866BC > > >Today I loaded the Piet up to gross wt of 1150 lbs with 200 lbs strapped >to the front seat. I was able to find enough scrap lead and iron to fit >into a sturdy canvas tool bag. I could tell a difference in the airplane >just pushing it out of the hangar. The landing gear bungees were even >stretched out about 1/4 in more than with an empty front seat. I was as >nervous as the first flight. Taxi and takeoff were uneventful, although >I used more runway lifting off. I rechecked my best climb speed, and >was still able to get 400 FPM at 60 MPH, 350 FPM at 65 mph. Sixty was >my best rate of climb with just me in it too. I have a Sensenich CK >72X40 climb prop, and it is working out well I guess. Stalls were as >uneventful as before and happened at 36 mph, about what I expected. I >need to add a little bit of right thrust to the motor mount, as I'm >still needing to hold some right rudder in level flight (don't need any >rudder power off). The weather in Florida has been beautiful this week > >I've been flying my butt off trying to make it to Sun-N-Fun, but I have >20 hours on it now, and all the important flight testing is done. I'm >still not sure what days I will be there. The Pres is planning a trip >to Kennedy Space Center April 15 (Thurs), and if he does that will shut >down my airport. Friday is looking good to me. What days are the Big >Piets going to be there? It would be great if we could get 4 Piets >lined up in Homebuilders Corner. > >Ben Charvet >NX866BC > > ________________________________________________________________________________
Date: Apr 04, 2010
From: Ben Charvet <bcharvet(at)bellsouth.net>
Subject: Re: Phase 1 update NX866BC
I'm on the east coast of Florida, and our runway is 35 ft MSL. The climb was measured starting from 1000 ft with the second hand of the pocket watch I have on my panel. It was about 65 degrees as best I can remember. I am more the regulation FAA pilot, ie around 170 pounds dressed to fly. The largest passenger I plan to carry at this point is my brother who weighs about 200, and that puts me at the 1150 I chose arbitrarily for a gross wt. I was surprised at the 400fpm climb myself, but I've been seeing 600 fpm with just me in it, Seems to good to be true, but I measured it with my own eyes. Just some other info, my empty weight was 692, in spite of building the whole thing out of douglas fir. It has 12 gallons of fuel in a cowl tank. I removed the weight and flew it this afternoon just for fun. After the longest, coldest, winter in recent memory around here it was as bumpy as a summer day today. It would have probably been uncomfortable for a passenger, but I'm still loving it. living he dream, Ben On 4/4/2010 4:02 PM, Tim Willis wrote: > --> Pietenpol-List message posted by: Tim Willis > > Ben, > By way of future reference, I am trying to benchmark your performance for my future expectations. You have a bit more "climb" in your prop than I have, and with 1150# load, that 400fpm climb sounds pretty good. > BTW, I am a big fat boy who will be using an A-65. Carrying my 100# wife should present no problem, other than drugging her to get her into the plane, but my pal Ron whom many of you have seen is roughly my size, girth, and weight. > What is your engine, and what was your runway altitude and air temp. in this trial? > Do you plan to try it with a "300# passenger," emulating full fuel and fat boys? > Tim in central TX > > > -----Original Message----- > >> From: Ben Charvet<bcharvet(at)bellsouth.net> >> Sent: Apr 2, 2010 6:49 PM >> To: Pietenpol list >> Subject: Pietenpol-List: Phase 1 update NX866BC >> >> --> Pietenpol-List message posted by: Ben Charvet >> >> Today I loaded the Piet up to gross wt of 1150 lbs with 200 lbs strapped >> to the front seat. I was able to find enough scrap lead and iron to fit >> into a sturdy canvas tool bag. I could tell a difference in the airplane >> just pushing it out of the hangar. The landing gear bungees were even >> stretched out about 1/4 in more than with an empty front seat. I was as >> nervous as the first flight. Taxi and takeoff were uneventful, although >> I used more runway lifting off. I rechecked my best climb speed, and >> was still able to get 400 FPM at 60 MPH, 350 FPM at 65 mph. Sixty was >> my best rate of climb with just me in it too. I have a Sensenich CK >> 72X40 climb prop, and it is working out well I guess. Stalls were as >> uneventful as before and happened at 36 mph, about what I expected. I >> need to add a little bit of right thrust to the motor mount, as I'm >> still needing to hold some right rudder in level flight (don't need any >> rudder power off). The weather in Florida has been beautiful this week >> >> I've been flying my butt off trying to make it to Sun-N-Fun, but I have >> 20 hours on it now, and all the important flight testing is done. I'm >> still not sure what days I will be there. The Pres is planning a trip >> to Kennedy Space Center April 15 (Thurs), and if he does that will shut >> down my airport. Friday is looking good to me. What days are the Big >> Piets going to be there? It would be great if we could get 4 Piets >> lined up in Homebuilders Corner. >> >> Ben Charvet >> NX866BC >> >> >> >> >> > > > ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Re: Windscreen
Date: Apr 04, 2010
Okay, thanks! Beautiful work..... David Paule > > Those are fibered lock nuts, but not the final fit. The screws are SS Hex > Head #6. ________________________________________________________________________________
Date: Apr 04, 2010
Subject: Re: Corvair oil
From: Rick Holland <at7000ft(at)gmail.com>
Thanks for the info Shad. All my temps and oil pressure is within WWs recommendations so far. I am also using a 12 plate oil cooler. I didn't hear about using 10W30 for the first hour, I have just used the 15W40. One thing I need to work on is the carb heat, it only lowers full throttle rpm about 50 rpm now. How much of a drop do you get? One other decision I need to make is whether to add one of Wiesman's 5th bearings (just another $1000 ;). Have not yet seen a Corvair/Piet with one, have you? rick On Sat, Apr 3, 2010 at 8:15 PM, shad bell wrote: > > Rick, Just wondering if you did the initial test runs with 10w-30 or not? I remember wynne's recomendation for running the 1st .5- 1.0 hrs on regular old 10w30 (I think it was anyways). Not sure if it is nessasary or not for break in/ seating of rings etc, or if it's just more economical, being as it only gets run through the engine for an hour or less. We have been running exclusivly rotella T 15-40, and have had no problems with it. If your initial oil temps are a little higher than expected don't frett yet, ours dropped 10-20 degrees after about 15-20 hrs. Just make sure they stay within the parameters, we switiched to a stock corvair 12 plate cooler to help lower our temps a little. If I can provide any info or help don't be affraid to ask, I will answer to the best of my knowlage. > > Shad > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
From: "Douwe Blumberg" <douweblumberg(at)earthlink.net>
Subject: Douwe's piet...:(
Date: Apr 04, 2010
Well, good news and bad news... Good news is Lowell is fine, bad news is my plane is pretty smashed up. After some high speed runs and fiddling, Lowell popped her up and when coming down got caught by a pretty good surprise gust which got him crooked on touchdown, initiating a fairly mild groundloop. Unfortunately, what would have been a minor groundloop turned into major disaster due to an inconveniently placed three foot deep muddy drainage ditch off the side of the runway. This smashed the gear, smashed the prop, displaced the wing forward and flipped her on her back. Considering the whallop she took in the ditch, we are grateful that Lowell got away with nothing more than some bucked shins. (thank God for the tough shoulder harness I installed, please do this everybody) Got a crane, put her in the hanger, had lunch and went home. I'll go back in a few days once the reality sets in and I stop crying, take stock and try to figure out if I have the "gumption" left to rebuild her. Learned a lot about building practices from seeing what gave way and what held up. Interesting note, the wood struts and cabanes came through intact. I really don't know what else to say at this point... Douwe ________________________________________________________________________________
Date: Apr 04, 2010
From: airlion <airlion(at)bellsouth.net>
Subject: Re: Douwe's piet...:(
Douwe, I am sorry about your loss. Have you figured out why the wing displaced forward if the cabanes held up? what was your forward angled cabane made of or was it just a cable on the starboard side? Gardiner Mason ----- Original Message ---- From: Douwe Blumberg <douweblumberg(at)earthlink.net> Sent: Sun, April 4, 2010 6:47:29 PM Subject: Pietenpol-List: Douwe's piet...:( Well, good news and bad news... Good news is Lowell is fine, bad news is my plane is pretty smashed up. After some high speed runs and fiddling, Lowell popped her up and when coming down got caught by a pretty good surprise gust which got him crooked on touchdown, initiating a fairly mild groundloop. Unfortunately, what would have been a minor groundloop turned into major disaster due to an inconveniently placed three foot deep muddy drainage ditch off the side of the runway. This smashed the gear, smashed the prop, displaced the wing forward and flipped her on her back. Considering the whallop she took in the ditch, we are grateful that Lowell got away with nothing more than some bucked shins. (thank God for the tough shoulder harness I installed, please do this everybody) Got a crane, put her in the hanger, had lunch and went home. I'll go back in a few days once the reality sets in and I stop crying, take stock and try to figure out if I have the "gumption" left to rebuild her. Learned a lot about building practices from seeing what gave way and what held up. Interesting note, the wood struts and cabanes came through intact. I really don't know what else to say at this point... Douwe ________________________________________________________________________________
From: "Gary Boothe" <gboothe5(at)comcast.net>
Subject: Douwe's piet...:(
Date: Apr 04, 2010
Douwe, I'm speechless...feel very badly for both you and Lowell... Gary Boothe Cool, Ca. Pietenpol WW Corvair Conversion, mounted Tail done, Fuselage on gear (18 ribs down.) -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Douwe Blumberg Sent: Sunday, April 04, 2010 3:47 PM Subject: Pietenpol-List: Douwe's piet...:( Well, good news and bad news... Good news is Lowell is fine, bad news is my plane is pretty smashed up. After some high speed runs and fiddling, Lowell popped her up and when coming down got caught by a pretty good surprise gust which got him crooked on touchdown, initiating a fairly mild groundloop. Unfortunately, what would have been a minor groundloop turned into major disaster due to an inconveniently placed three foot deep muddy drainage ditch off the side of the runway. This smashed the gear, smashed the prop, displaced the wing forward and flipped her on her back. Considering the whallop she took in the ditch, we are grateful that Lowell got away with nothing more than some bucked shins. (thank God for the tough shoulder harness I installed, please do this everybody) Got a crane, put her in the hanger, had lunch and went home. I'll go back in a few days once the reality sets in and I stop crying, take stock and try to figure out if I have the "gumption" left to rebuild her. Learned a lot about building practices from seeing what gave way and what held up. Interesting note, the wood struts and cabanes came through intact. I really don't know what else to say at this point... Douwe ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Re: Douwe's piet...:(
Date: Apr 04, 2010
I'm so sorry that this happened. Both you and Lowell must feel pretty bad. That shoulder harness sounds like a goodie. It might be worth posting a photo of it to aid builders who haven't yet gotten that far. I hope that the rebuilding goes quickly. It sure is a beautiful airplane. David Paule > Well, good news and bad news... ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: Douwe's piet...:(
Date: Apr 04, 2010
Douwe, I'm so sorry to hear this. The only thing worse would be if Lowell had gotten hurt (I'm sure he feels worse than you do about it). I can relate more than most on this list, since I went through a forced landing and groundloop that damaged my Pietenpol severely, after I had only put 5 hours on it. I can tell you that, while building the Pietenpol was fun, REBUILDING it was sheer work. It took me 8 months to get mine back in flying shape and for that 8 months I had to pretty much just whip myself to go down in the basement and work on it. However, the end result was worth the effort and by the next summer I flew it to Brodhead, then on to OSH where I won an outstanding workmanship award ( I wonder how many previously wrecked airplanes can claim that distinction?). One thing I can say is that now that you know what you're doing with woodwork and fabric work, you will be surprised how much faster the work can go than when you did it for the first time. Buy a copy of AC-43.13, which is the FAA's bible for repairing damaged aircraft. You CAN make this airplane as good as new, trust me. My advice to you is to have a good cry, hug Marcie, buy a bottle of really good single malt scotch and get good and drunk. Hug Marcie again. Then get up in the morning, assess the damage and lay out a plan for rebuilding it. If you need some help, let me know. I'm retired and have an RV-4 that can get me to Brodhead in 4 hours, so I can come help if you need it. Kindest regards, Jack Phillips NX899JP Raleigh, NC -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Douwe Blumberg Sent: Sunday, April 04, 2010 6:47 PM Subject: Pietenpol-List: Douwe's piet...:( Well, good news and bad news... Good news is Lowell is fine, bad news is my plane is pretty smashed up. After some high speed runs and fiddling, Lowell popped her up and when coming down got caught by a pretty good surprise gust which got him crooked on touchdown, initiating a fairly mild groundloop. Unfortunately, what would have been a minor groundloop turned into major disaster due to an inconveniently placed three foot deep muddy drainage ditch off the side of the runway. This smashed the gear, smashed the prop, displaced the wing forward and flipped her on her back. Considering the whallop she took in the ditch, we are grateful that Lowell got away with nothing more than some bucked shins. (thank God for the tough shoulder harness I installed, please do this everybody) Got a crane, put her in the hanger, had lunch and went home. I'll go back in a few days once the reality sets in and I stop crying, take stock and try to figure out if I have the "gumption" left to rebuild her. Learned a lot about building practices from seeing what gave way and what held up. Interesting note, the wood struts and cabanes came through intact. I really don't know what else to say at this point... Douwe ________________________________________________________________________________
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Re: Douwe's piet...:(
Date: Apr 04, 2010
So sorry to hear this Douwe, but thankful that everyone will be ok. Bryan Green Elgin SC ----- Original Message ----- From: "Douwe Blumberg" <douweblumberg(at)earthlink.net> Sent: Sunday, April 04, 2010 6:47 PM Subject: Pietenpol-List: Douwe's piet...:( > > > Well, good news and bad news... > > Good news is Lowell is fine, bad news is my plane is pretty smashed up. > > After some high speed runs and fiddling, Lowell popped her up and when > coming down got caught by a pretty good surprise gust which got him > crooked > on touchdown, initiating a fairly mild groundloop. Unfortunately, what > would have been a minor groundloop turned into major disaster due to an > inconveniently placed three foot deep muddy drainage ditch off the side of > the runway. This smashed the gear, smashed the prop, displaced the wing > forward and flipped her on her back. > > Considering the whallop she took in the ditch, we are grateful that Lowell > got away with nothing more than some bucked shins. (thank God for the > tough > shoulder harness I installed, please do this everybody) > > Got a crane, put her in the hanger, had lunch and went home. I'll go back > in a few days once the reality sets in and I stop crying, take stock and > try > to figure out if I have the "gumption" left to rebuild her. > > Learned a lot about building practices from seeing what gave way and what > held up. Interesting note, the wood struts and cabanes came through > intact. > > I really don't know what else to say at this point... > > Douwe > > > ________________________________________________________________________________
Date: Apr 04, 2010
From: shad bell <aviatorbell(at)yahoo.com>
Subject: Re: Corvair oil
Rick, Our carb heat is only about 75 rpm drop at full throttle, on humid days I usually take off with it on and leave it there, I was out flying on a humid, fall day a couple years ago and I think it was sarting to ice up, so I turned on the heat and flew back home. I think it is more of an anti-ice system, than a de-ice system. It may also depend on the type of carb you have, we run a marvel MA3SPA, as used on a 0-200, and just have the mixture lever saftied full rich, although I have been toying with putting a mixture cable in so we can adjust it on really hot days. Be DAMNED CAREFULL with carb ice! It does build up fast on a corvair, look at your intake manifold after a ground run on a cool summer morning, it will be dripping with condinsation. Have fun, be safe Shad ________________________________________________________________________________
Date: Apr 04, 2010
From: Ben Charvet <bcharvet(at)bellsouth.net>
Subject: Re: Douwe's piet...:(
Wow, what a heartbreak. Glad Lowell is OK. Since we both finished up around the same time, Airworthiness inspection the same day, and all, I can imagine the sense of loss you feel. Hope you can get past the loss and get it fixed. Ben Charvet NX866BC >> Well, good news and bad news... >> >> Good news is Lowell is fine, bad news is my plane is pretty smashed up. >> >> After some high speed runs and fiddling, Lowell popped her up and when >> coming down got caught by a pretty good surprise gust which got him >> crooked >> on touchdown, initiating a fairly mild groundloop. Unfortunately, what >> would have been a minor groundloop turned into major disaster due to an >> inconveniently placed three foot deep muddy drainage ditch off the >> side of >> the runway. This smashed the gear, smashed the prop, displaced the wing >> forward and flipped her on her back. >> >> Considering the whallop she took in the ditch, we are grateful that >> Lowell >> got away with nothing more than some bucked shins. (thank God for the >> tough >> shoulder harness I installed, please do this everybody) >> >> Got a crane, put her in the hanger, had lunch and went home. I'll go >> back >> in a few days once the reality sets in and I stop crying, take stock >> and try >> to figure out if I have the "gumption" left to rebuild her. >> >> Learned a lot about building practices from seeing what gave way and >> what >> held up. Interesting note, the wood struts and cabanes came through >> intact. >> >> I really don't know what else to say at this point... >> >> Douwe >> >> >> >> >> >> > > ________________________________________________________________________________
From: "Jack" <jack(at)textors.com>
Subject: Douwe's piet...:(
Date: Apr 04, 2010
Douwe, Man what sad news; thank goodness Lowell did fine physically. As I get closer to completion I've found myself worrying about such things. Take Jack's advice, take some time and hang in there. My thoughts are with you and Lowell. Take care! Jack DSM Well, good news and bad news... Good news is Lowell is fine, bad news is my plane is pretty smashed up. After some high speed runs and fiddling, Lowell popped her up and when coming down got caught by a pretty good surprise gust which got him crooked on touchdown, initiating a fairly mild groundloop. Unfortunately, what would have been a minor groundloop turned into major disaster due to an inconveniently placed three foot deep muddy drainage ditch off the side of the runway. This smashed the gear, smashed the prop, displaced the wing forward and flipped her on her back. Considering the whallop she took in the ditch, we are grateful that Lowell got away with nothing more than some bucked shins. (thank God for the tough shoulder harness I installed, please do this everybody) Got a crane, put her in the hanger, had lunch and went home. I'll go back in a few days once the reality sets in and I stop crying, take stock and try to figure out if I have the "gumption" left to rebuild her. Learned a lot about building practices from seeing what gave way and what held up. Interesting note, the wood struts and cabanes came through intact. I really don't know what else to say at this point... Douwe ________________________________________________________________________________
Date: Apr 04, 2010
From: Jeff Boatright <jboatri(at)emory.edu>
Subject: Douwe's piet...:(
Douwe, I am so sorry to hear this. I'm sure you're inconsolable right now, but... Like Jack, we had to rebuild our Piet's gear and forward fuselage after a bad landing. Like he says, it is work. But, also like he says, it can be done and you can end up with a better plane. Our gear is much better designed and built than the previous version, the fuselage is much stronger, we repaired and altered a bunch of small things that weren't right, we didn't gain any weight, and we ended up with a much better looking plane with better performance. Some of it was fun, but a lot of it was work. Again, as Jack says, set out a plan and then just put one foot in front of the other. The plan doesn't need to be perfect, either. You just have to get started. Good luck, Jeff > >Douwe, I'm so sorry to hear this. The only thing worse would be if Lowell >had gotten hurt (I'm sure he feels worse than you do about it). > >I can relate more than most on this list, since I went through a forced >landing and groundloop that damaged my Pietenpol severely, after I had only >put 5 hours on it. I can tell you that, while building the Pietenpol was >fun, REBUILDING it was sheer work. It took me 8 months to get mine back in >flying shape and for that 8 months I had to pretty much just whip myself to >go down in the basement and work on it. However, the end result was worth >the effort and by the next summer I flew it to Brodhead, then on to OSH >where I won an outstanding workmanship award ( I wonder how many previously >wrecked airplanes can claim that distinction?). One thing I can say is that >now that you know what you're doing with woodwork and fabric work, you will >be surprised how much faster the work can go than when you did it for the >first time. > >Buy a copy of AC-43.13, which is the FAA's bible for repairing damaged >aircraft. You CAN make this airplane as good as new, trust me. > >My advice to you is to have a good cry, hug Marcie, buy a bottle of really >good single malt scotch and get good and drunk. Hug Marcie again. Then get >up in the morning, assess the damage and lay out a plan for rebuilding it. >If you need some help, let me know. I'm retired and have an RV-4 that can >get me to Brodhead in 4 hours, so I can come help if you need it. > >Kindest regards, > >Jack Phillips >NX899JP >Raleigh, NC > >-----Original Message----- >From: owner-pietenpol-list-server(at)matronics.com >[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Douwe >Blumberg >Sent: Sunday, April 04, 2010 6:47 PM >To: pietenpolgroup >Subject: Pietenpol-List: Douwe's piet...:( > > > >Well, good news and bad news... > >Good news is Lowell is fine, bad news is my plane is pretty smashed up. > >After some high speed runs and fiddling, Lowell popped her up and when >coming down got caught by a pretty good surprise gust which got him crooked >on touchdown, initiating a fairly mild groundloop. Unfortunately, what >would have been a minor groundloop turned into major disaster due to an >inconveniently placed three foot deep muddy drainage ditch off the side of >the runway. This smashed the gear, smashed the prop, displaced the wing >forward and flipped her on her back. > >Considering the whallop she took in the ditch, we are grateful that Lowell >got away with nothing more than some bucked shins. (thank God for the tough >shoulder harness I installed, please do this everybody) > >Got a crane, put her in the hanger, had lunch and went home. I'll go back >in a few days once the reality sets in and I stop crying, take stock and try >to figure out if I have the "gumption" left to rebuild her. > >Learned a lot about building practices from seeing what gave way and what >held up. Interesting note, the wood struts and cabanes came through intact. > >I really don't know what else to say at this point... > >Douwe > > -- --- Jeffrey H. Boatright, Ph.D. Associate Professor of Ophthalmology Emory University School of Medicine Editor-in-Chief Molecular Vision ________________________________________________________________________________
Date: Apr 04, 2010
From: Mike Townsley <allischalmersguy(at)gmail.com>
Subject: Re: Douwe's piet...:(
Douwe, I am sorry to hear of the mishap...very thankful no one was hurt. I can't imagine how sad you must be and just plain rung out. Don't make any snap decisions.... I know it is pre mature, but I encourage you to rebuild the plane. You have so much invested and did such a good job, you can rebuild it...you can do it. Pastor Mike Townsley in Iowa Douwe Blumberg wrote: > > Well, good news and bad news... > > Good news is Lowell is fine, bad news is my plane is pretty smashed up. > > After some high speed runs and fiddling, Lowell popped her up and when > coming down got caught by a pretty good surprise gust which got him crooked > on touchdown, initiating a fairly mild groundloop. Unfortunately, what > would have been a minor groundloop turned into major disaster due to an > inconveniently placed three foot deep muddy drainage ditch off the side of > the runway. This smashed the gear, smashed the prop, displaced the wing > forward and flipped her on her back. > > Considering the whallop she took in the ditch, we are grateful that Lowell > got away with nothing more than some bucked shins. (thank God for the tough > shoulder harness I installed, please do this everybody) > > Got a crane, put her in the hanger, had lunch and went home. I'll go back > in a few days once the reality sets in and I stop crying, take stock and try > to figure out if I have the "gumption" left to rebuild her. > > Learned a lot about building practices from seeing what gave way and what > held up. Interesting note, the wood struts and cabanes came through intact. > > I really don't know what else to say at this point... > > Douwe > > > ________________________________________________________________________________
Date: Apr 04, 2010
Subject: Re: Corvair oil
From: Rick Holland <at7000ft(at)gmail.com>
Am also using an ma3spa Shad, and you are correct about the condensation on the intake. Even here in very low humidity Colorado I have noticed it every time I test ran the engine. I have my mixture control hooked up, at this altitude we always adjust mixture at runup before takeoff. rick On Sun, Apr 4, 2010 at 7:08 PM, shad bell wrote: > > > Rick, Our carb heat is only about 75 rpm drop at full throttle, on humid days I usually take off with it on and leave it there, I was out flying on a humid, fall day a couple years ago and I think it was sarting to ice up, so I turned on the heat and flew back home. I think it is more of an anti-ice system, than a de-ice system. It may also depend on the type of carb you have, we run a marvel MA3SPA, as used on a 0-200, and just have the mixture lever saftied full rich, although I have been toying with putting a mixture cable in so we can adjust it on really hot days. Be DAMNED CAREFULL with carb ice! It does build up fast on a corvair, look at your intake manifold after a ground run on a cool summer morning, it will be dripping with condinsation. > > Have fun, be safe > Shad > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
Subject: Re: Douwe's piet...:(
Date: Apr 05, 2010
From: helspersew(at)aol.com
Douwe, I am so sorry to hear of this terrible news. Thank God nobody was hurt. I can only imagine the anguish and numbness you must feel at this point. Ye sterday was not good here either. That stupid wind got ahold of my Aeronca tail, swung around and knocked off the weight I had on the Piet aft fusel age. The fuse swung around and went up on its nose and the crank flange du g into the asphalt. Now I have fuse damage to my newly-painted Piet to rep air. Engine looks to be alright. Not nearly as bad as yours, I consider myself lucky. Dan Helsper Poplar Grove, IL. -----Original Message----- From: Douwe Blumberg <douweblumberg(at)earthlink.net> Sent: Sun, Apr 4, 2010 5:47 pm Subject: Pietenpol-List: Douwe's piet...:( hlink.net> Well, good news and bad news... Good news is Lowell is fine, bad news is my plane is pretty smashed up. After some high speed runs and fiddling, Lowell popped her up and when oming down got caught by a pretty good surprise gust which got him crooked n touchdown, initiating a fairly mild groundloop. Unfortunately, what ould have been a minor groundloop turned into major disaster due to an nconveniently placed three foot deep muddy drainage ditch off the side of he runway. This smashed the gear, smashed the prop, displaced the wing orward and flipped her on her back. Considering the whallop she took in the ditch, we are grateful that Lowell ot away with nothing more than some bucked shins. (thank God for the tough houlder harness I installed, please do this everybody) Got a crane, put her in the hanger, had lunch and went home. I'll go back n a few days once the reality sets in and I stop crying, take stock and tr y o figure out if I have the "gumption" left to rebuild her. Learned a lot about building practices from seeing what gave way and what eld up. Interesting note, the wood struts and cabanes came through intact . I really don't know what else to say at this point... Douwe ======================== =========== -= - 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, -= Photoshare, and much much more: - -= --> http://www.matronics.com/Navigator?Pietenpol-List - -======================== ======================== =========== -= - MATRONICS WEB FORUMS - -= Same great content also available via the Web Forums! - -= --> http://forums.matronics.com - -======================== ======================== =========== -= - List Contribution Web Site - -= Thank you for your generous support! -= -Matt Dralle, List Admin. -= --> http://www.matronics.com/contribution -======================== ======================== =========== ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: Douwe's piet...:(
Date: Apr 05, 2010
You knew I'd chime in, of course. I've been down that road myself. I sent Corky payment for 41CC on June 4, 2004 but wasn't able to make my first flight in the airplane until February 4, 2007... nearly 3 years later. I spent quite a bit of that time rebuilding and repairing the airplane after the nose-over and resulting damage, I learned a lot, enjoyed all of the experience except for the thirty seconds on the phone when Charlie called me from out in the brush telling me he'd bent the airplane, and the sixty seconds it took for me to look the damaged airplane over when I finally got to see it, all banged up. There was never a doubt that I'd make the repairs and fly it. And it sure is fun to fly a Piet! That's the carrot. Some people who experience a crunch just never recover and decide to walk away. That thought never entered my mind... I couldn't bear to leave a perfectly good, wounded Piet to someone else's hands to repair. You get up, dust yourself off, and make a list of things that need attention. Later you refine the list to things that affect airworthiness and things that are mostly cosmetic, then you start working on the list. I still have the list that I made less than an hour after I first saw my banged-up bird. The paper is grimy and smudged, but each item is now lined through or checked off... Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags(at)hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________
From: "Gene & Tammy" <zharvey(at)bentoncountycable.net>
Subject: Re: Douwe's piet...:(
Date: Apr 05, 2010
Douwe, This is not the way I intended to inform the group I'll be selling my Piet. Three weeks ago, during a routine check-up, I was found to have (what their calling) a rare, non-treatable cancer. Well guess what, I'M NOT GIVING UP!! I WILL BEAT IT! I refuse to just lay down and give up all my dreams and everything I've worked so hard for. Douwe, if you give up and don't repair the damage, you don't deserve to own or fly a Piet. Gene In beautiful Tennessee N502R > > > Well, good news and bad news... > > Good news is Lowell is fine, bad news is my plane is pretty smashed up. > > After some high speed runs and fiddling, Lowell popped her up and when > coming down got caught by a pretty good surprise gust which got him > crooked > on touchdown, initiating a fairly mild groundloop. Unfortunately, what > would have been a minor groundloop turned into major disaster due to an > inconveniently placed three foot deep muddy drainage ditch off the side of > the runway. This smashed the gear, smashed the prop, displaced the wing > forward and flipped her on her back. > > Considering the whallop she took in the ditch, we are grateful that Lowell > got away with nothing more than some bucked shins. (thank God for the > tough > shoulder harness I installed, please do this everybody) > > Got a crane, put her in the hanger, had lunch and went home. I'll go back > in a few days once the reality sets in and I stop crying, take stock and > try > to figure out if I have the "gumption" left to rebuild her. > > Learned a lot about building practices from seeing what gave way and what > held up. Interesting note, the wood struts and cabanes came through > intact. > > I really don't know what else to say at this point... > > Douwe > > -------------------------------------------------------------------------------- Checked by AVG - www.avg.com 18:32:00 ________________________________________________________________________________
Date: Apr 05, 2010
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Re: Douwe's piet...:(
"Douwe, if you give up and don't repair the damage, you don't deserve to own or fly a Piet." I feel for both of you fine people. Life can be very cruel at times, I don't think people need to be. ________________________________________________________________________________
Subject: Ribs Available
From: "dgaldrich" <dgaldrich(at)embarqmail.com>
Date: Apr 05, 2010
Hi Gang I have acquired a full set of Piet ribs built by, I believe, Charlie Rubek. They are not new by any means but look to be serviceable. The only thing is that the spar spacing is 30 inches. I haven't measured carefully but it looks as if the rear spar was moved back so the ailerons would be slightly undersized. Will take more careful measurements if needed. If anyone wants or needs them, I can bring them to SunnFun. I'm asking the exact price I paid which was 1 (one) handshake. They have a lovely patina and would make excellent display pieces if you didn't want to use them for real. If anyone is interested, let me know. I'll post pics if I can before SnF. Dave Aldrich Read this topic online here: http://forums.matronics.com/viewtopic.php?p=293038#293038 ________________________________________________________________________________
Subject: Re: Douwe's piet...:(
From: "Pieti Lowell" <Lowellcfrank(at)yahoo.com>
Date: Apr 05, 2010
Douwe, Do we need that inspector again ? or is once enough ? Pieti Lowell w/ shin scratches and damaged EGO. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=293043#293043 ________________________________________________________________________________
From: "Barry Davis" <bed(at)mindspring.com>
Subject: Douwe's piet...:(
Date: Apr 05, 2010
Douwe Sorry to hear this news. Don't worry, you are not the first to do this or will be the last.(I'll tell you my story sometime) Maybe take a couple of weeks away from it, then get back in with the repairs. This just adds another chapter to your "building a Pietenpol" book. Barry Davis -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Douwe Blumberg Sent: Sunday, April 04, 2010 6:47 PM Subject: Pietenpol-List: Douwe's piet...:( --> Well, good news and bad news... Good news is Lowell is fine, bad news is my plane is pretty smashed up. After some high speed runs and fiddling, Lowell popped her up and when coming down got caught by a pretty good surprise gust which got him crooked on touchdown, initiating a fairly mild groundloop. Unfortunately, what would have been a minor groundloop turned into major disaster due to an inconveniently placed three foot deep muddy drainage ditch off the side of the runway. This smashed the gear, smashed the prop, displaced the wing forward and flipped her on her back. Considering the whallop she took in the ditch, we are grateful that Lowell got away with nothing more than some bucked shins. (thank God for the tough shoulder harness I installed, please do this everybody) Got a crane, put her in the hanger, had lunch and went home. I'll go back in a few days once the reality sets in and I stop crying, take stock and try to figure out if I have the "gumption" left to rebuild her. Learned a lot about building practices from seeing what gave way and what held up. Interesting note, the wood struts and cabanes came through intact. I really don't know what else to say at this point... Douwe ________________________________________________________________________________
Subject: Re: Douwe's piet...:(
From: "Bill Church" <billspiet(at)sympatico.ca>
Date: Apr 05, 2010
Man, is this a "bad news" thread or what?. Here I was, feeling sorry for myself that, for the first time in eight years, I would not be able to attend Brodhead this summer (due to family commitments). My disappointment pales in comparison to what others are suffering through today. I'll stop whining now. First off, that must have been incredibly disappointing, Douwe. But, as you say, the good news is that no one was hurt. Keep in mind Jack's story of overcoming a very similar mishap, and then going on to be awarded a prize for outstanding workmanship at Oshkosh. When you do get everything put back together, make sure you don't use any stainless steel wool pads for carb heat. And Dan, there are few things more aggravating than having to "fix" something that wasn't quite finished yet. Kind of like that first "ding" in a new car. And finally, Gene. What can I say other than all of our thoughts are with you as you begin your battle. Your attitude will be your strongest asset. Hang in there. Bill C. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=293058#293058 ________________________________________________________________________________
Subject: Re: Douwe's piet...:(
Date: Apr 05, 2010
From: helspersew(at)aol.com
Gene, I am so sorry to hear of your health dilema. Many of our unforseen problem s here on this earth can only take consolation in knowing that God is in control. We are only here for the ride. I will be praying that He has it in His plan to heal you, and good will come from the whole situation. Dan Helsper Poplar Grove, IL. -----Original Message----- From: Gene & Tammy <zharvey(at)bentoncountycable.net> Sent: Mon, Apr 5, 2010 8:49 am Subject: Re: Pietenpol-List: Douwe's piet...:( cable.net> Douwe, This is not the way I intended to inform the group I'll be selling my Piet. Three weeks ago, during a routine check-up, I was found to have (what their calling) a rare, non-treatable cancer. Well guess what, I'M NOT GIVING UP!! I WILL BEAT IT! I refuse to just lay down and give up all my dreams and everything I've worked so hard for. Douwe, if you give up and don't repair the damage, you don't deserve to ow n or fly a Piet. Gene In beautiful Tennessee N502R > > > Well, good news and bad news... > > Good news is Lowell is fine, bad news is my plane is pretty smashed up. > > After some high speed runs and fiddling, Lowell popped her up and when > coming down got caught by a pretty good surprise gust which got him > cr ooked > on touchdown, initiating a fairly mild groundloop. Unfortunately, what > would have been a minor groundloop turned into major disaster due to an > inconveniently placed three foot deep muddy drainage ditch off the side of > the runway. This smashed the gear, smashed the prop, displaced the wing > forward and flipped her on her back. > > Considering the whallop she took in the ditch, we are grateful that Lowe ll > got away with nothing more than some bucked shins. (thank God for the > tough > shoulder harness I installed, please do this everybody) > > Got a crane, put her in the hanger, had lunch and went home. I'll go bac k > in a few days once the reality sets in and I stop crying, take stock and > try > to figure out if I have the "gumption" left to rebuild her. > > Learned a lot about building practices from seeing what gave way and wha t > held up. Interesting note, the wood struts and cabanes came through > in tact. > > I really don't know what else to say at this point... > > Douwe > > > > > > > > > > > -------------------------------------------------------------------------- ------ Checked by AVG - www.avg.com 18:32:00 ======================== ============ ======================== ============ ======================== ============ ======================== ============ ________________________________________________________________________________
Date: Apr 05, 2010
Subject: Re: Douwe's piet...:(
From: Pastor Mike Townsley <allischalmersguy(at)gmail.com>
Gene, Dan relayed my thoughts exactly. God loves you and look to Him. Sincerely Mike Townsley On Mon, Apr 5, 2010 at 11:52 AM, wrote: > Gene, > > I am so sorry to hear of your health dilema. Many of our unforseen problems > here on this earth can only take consolation in knowing that God is in > control. We are only here for the ride. I will be praying that He has it in > His plan to heal you, and good will come from the whole situation. > Dan Helsper > Poplar Grove, IL. > > > -----Original Message----- > From: Gene & Tammy <zharvey(at)bentoncountycable.net> > To: pietenpol-list(at)matronics.com > Sent: Mon, Apr 5, 2010 8:49 am > Subject: Re: Pietenpol-List: Douwe's piet...:( > > zharvey(at)bentoncountycable.net> > > Douwe, This is not the way I intended to inform the group I'll be selling > my Piet. Three weeks ago, during a routine check-up, I was found to have > (what their calling) a rare, non-treatable cancer. Well guess what, I'M NOT > GIVING UP!! I WILL BEAT IT! I refuse to just lay down and give up all my > dreams and everything I've worked so hard for. > Douwe, if you give up and don't repair the damage, you don't deserve to own > or fly a Piet. > Gene In beautiful Tennessee > N502R > > > > > > > > Well, good news and bad news... > > > > Good news is Lowell is fine, bad news is my plane is pretty smashed up. > > > > After some high speed runs and fiddling, Lowell popped her up and when > > coming down got caught by a pretty good surprise gust which got him > > crooked > > on touchdown, initiating a fairly mild groundloop. Unfortunately, what > > would have been a minor groundloop turned into major disaster due to an > > inconveniently placed three foot deep muddy drainage ditch off the side > of > > the runway. This smashed the gear, smashed the prop, displaced the wing > > forward and flipped her on her back. > > > > Considering the whallop she took in the ditch, we are grateful that > Lowell > > got away with nothing more than some bucked shins. (thank God for the > > tough > > shoulder harness I installed, please do this everybody) > > > > Got a crane, put her in the hanger, had lunch and went home. I'll go > back > > in a few days once the reality sets in and I stop crying, take stock and > > try > > to figure out if I have the "gumption" left to rebuild her. > > > > Learned a lot about building practices from seeing what gave way and > what > > held up. Interesting note, the wood struts and cabanes came through > > intact. > > > > I really don't know what else to say at this point... > > > > Douwe > > > > > > > > > > > > > > > > > > > > > > > > > -------------------------------------------------------------------------------- > > > Checked by AVG - www.avg.com > 18:32:00 > > =================================== > target=_blank>http://www.matronics.com/Navigator?Pietenpol-List > =================================== > ://forums.matronics.com > =================================== > lank>http://www.matronics.com/contribution > =================================== > > > * > > * > > ________________________________________________________________________________
From: "Gene & Tammy" <zharvey(at)bentoncountycable.net>
Subject: Re: Douwe's piet...:(
Date: Apr 05, 2010
Michael, I just reread my post and I guess your right, I was a little heavy handed. I didn't intend it that way, I was just trying to let Douwe know that bad things do happen but if we don't give up, good things can happen. If you give up, then only bad happens. I apologize to Douwe and everyone else if I came across wrong. It's so easy to give up and sometimes so hard to go on. I'm just not a quitter and would hate to see someone like Douwe, who has worked so hard, give up. In my mind, it would be much more cruel to Douwe if we all just told him how bad we felt for him and let him give up, than if we were to motivate him to move forward. Sometimes we all need a kick in the butt, at least I do. My Apologies to all I offended, no cruelness intended Gene N502R ----- Original Message ----- From: Michael Perez To: pietenpol-list(at)matronics.com Sent: Monday, April 05, 2010 9:41 AM Subject: Re: Pietenpol-List: Douwe's piet...:( "Douwe, if you give up and don't repair the damage, you don't deserve to own or fly a Piet." I feel for both of you fine people. Life can be very cruel at times, I don't think people need to be. ------------------------------------------------------------------------- ----- Checked by AVG - www.avg.com 04/05/10 06:32:00 ________________________________________________________________________________
Date: Apr 05, 2010
From: "TOM STINEMETZE" <TOMS(at)mcpcity.com>
Subject: Obfuscatory perambulation
The gentleman in this video has been hired by the Crank Snappin' Corvair Society (CS) to articulate our cause to the masses. I am sure that you will all understand the veracity of our prognostications re: our choice of motive appliance, once you hear him. http://home.comcast.net/~steveham21/turbo.mpg The real story is as follows: Several years ago, Rockwell International decided to get into the heavy duty transmission business. They were getting ready to tape a first introduction video, and as a warm up, the professional narrator began what has become a legend within the trucking industry. This man should have won an academy award for his stellar performance. Now remember this is strictly off the cuff, nothing is written down, this became the biggest talk in the industry, vs the new product which they were introducing. Stinemetze N328X ________________________________________________________________________________
From: "Gary Boothe" <gboothe5(at)comcast.net>
Subject: Obfuscatory perambulation
Date: Apr 05, 2010
Yeah. what he said. Gary Boothe Cool, CA Pietenpol WW Corvair Conversion Tail done, Fuselage on gear 18 ribs done From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOM STINEMETZE Sent: Monday, April 05, 2010 11:25 AM Subject: Pietenpol-List: Obfuscatory perambulation The gentleman in this video has been hired by the Crank Snappin' Corvair Society (CS=C2=B2) to articulate our cause to the masses. I am sure that you will all understand the veracity of our prognostications re: our choice of motive appliance, once you hear him. http://home.comcast.net/~steveham21/turbo.mpg The real story is as follows: Several years ago, Rockwell International decided to get into the heavy duty transmission business. They were getting ready to tape a first introduction video, and as a warm up, the professional narrator began what has become a legend within the trucking industry. This man should have won an academy award for his stellar performance. Now remember this is strictly off the cuff, nothing is written down, this became the biggest talk in the industry, vs the new product which they were introducing. Stinemetze N328X ________________________________________________________________________________
Date: Apr 05, 2010
From: "TOM STINEMETZE" <TOMS(at)mcpcity.com>
Subject: Corvair Project for Sale
Listers: As promised, I now have an early phase Corvair project for sale since I purchased the "ready to assemble" project offered by Ryan Mueller. You can browse my photos and descriptions via the attached link. You may also hit the "UP" link in the left-hand menu bar to see much of the earlier postings and work. The current asking price is $600 or $550 if you do not want the original cast exhaust logs. The cost breakdown is as follows: Original engine core - $100 Heads and crank machine work - $450 Rebuilt harmonic balancer - $90 (Clarks Corvair) Full set new hydraulic lifters - $65 (eBay auction, California Corvairs) Cast Exhaust Logs - $50 - (eBay auction) As you can see, I am not asking what I now have in the engine, nor am I asking anything for my own labor so far. I would like to have the space for the new project, however, as my tiny shop doesn't have the room for two engines at the same time. If you are interested, contact me offline. Tom Stinemetze toms(at)mcpcity.com http://www.eaa1344.com/corvair.htm ________________________________________________________________________________
Date: Apr 05, 2010
From: Lawrence Williams <lnawms(at)yahoo.com>
Subject: Douwe's Piet
Douwe- - That really bites!!! Don't be a John Greenlee and stuff it in a corner then come and mope around Brodhead every year feeling sorry for yourself. (ARE YOU LISTENING, JOHN??) - Maybe just bring the pieces back home one at a time and redo them. Soon you will have all the pieces fixed and be ready to rock again.-Just don't gi ve up, it's so easy to do but not a good decision in the long run. Get back on that horse, man!! - I'll be in the neighborhood in a couple of weeks to get you cranked up. - Larry W.=0A=0A=0A ________________________________________________________________________________
Date: Apr 05, 2010
From: Mike King <mikek120(at)mindspring.com>
Subject: ELTs
Quick question. What is the current requirement for ELT? Do experimental planes "require" an ELT? My 12 year old went bad and will probably replace it with new technology but what is the requirement regarding ELTs.? Thank guys... Mike King GN-1 77K Corpus Christi ________________________________________________________________________________
Date: Apr 05, 2010
Subject: Re: ELTs
From: Ryan Mueller <rmueller23(at)gmail.com>
Experimental aircraft are required to have ELT's, unless for some reason you are exempt per FAR 91.207: http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/0/0ca5c0070bd29144862569cf005f1030!OpenDocument&ExpandSection=2 <http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/0/0ca5c0070bd29144862569cf005f1030!OpenDocument&ExpandSection=2>Odds are you don't fall into one of the exempt categories, so you would have to have one. Here is an article from EAA explaining where the ELT situation sits today: http://www.eaa.org/news/2009/2009-01-29_elt.asp Ryan <http://www.eaa.org/news/2009/2009-01-29_elt.asp> On Mon, Apr 5, 2010 at 3:27 PM, Mike King wrote: > > Quick question. What is the current requirement for ELT? Do experimental > planes "require" an ELT? > > My 12 year old went bad and will probably replace it with new technology > but what is the requirement regarding ELTs.? > > > Thank guys... > > Mike King > GN-1 > 77K > Corpus Christi > > ________________________________________________________________________________
Date: Apr 05, 2010
From: Dan Yocum <yocum(at)fnal.gov>
Subject: Re: Douwe's piet...:(
Ha, ha, Mike Cuy, ha, ha! How did you get Douwe's account information so you could send this cruel, CRUEL joke email. Man, April Fool's is so 4 days ago! "Fool me once, shame on you. Fool me twice, grblble... won't be fooled again!" Or, something like that... Ok, ok. Enough from the Peanut Gallery. Douwe, get back to work. We're behind you and we'll expect to see regular progress reports. Yeah, it's painful, you get scraped knees when you learn to ride a bike. You came this far, you can do another mile. Gene, I'm so, so sorry to hear about the cancer. I know you said it was untreatable - is your doctor aware of, or think that it could be treated by neutron or proton therapy? Fermilab has a neutron therapy facility and Loma Linda does proton treatments (the accelerator was developed by Fermi people). Dan On 04/04/2010 05:47 PM, Douwe Blumberg wrote: > --> Pietenpol-List message posted by: "Douwe Blumberg" > > Well, good news and bad news... > > Good news is Lowell is fine, bad news is my plane is pretty smashed up. > > After some high speed runs and fiddling, Lowell popped her up and when > coming down got caught by a pretty good surprise gust which got him crooked > on touchdown, initiating a fairly mild groundloop. Unfortunately, what > would have been a minor groundloop turned into major disaster due to an > inconveniently placed three foot deep muddy drainage ditch off the side of > the runway. This smashed the gear, smashed the prop, displaced the wing > forward and flipped her on her back. > > Considering the whallop she took in the ditch, we are grateful that Lowell > got away with nothing more than some bucked shins. (thank God for the tough > shoulder harness I installed, please do this everybody) > > Got a crane, put her in the hanger, had lunch and went home. I'll go back > in a few days once the reality sets in and I stop crying, take stock and try > to figure out if I have the "gumption" left to rebuild her. > > Learned a lot about building practices from seeing what gave way and what > held up. Interesting note, the wood struts and cabanes came through intact. > > I really don't know what else to say at this point... > > Douwe > > -- Dan Yocum Fermilab 630.840.6509 yocum@fnal.gov, http://fermigrid.fnal.gov "I fly because it releases my mind from the tyranny of petty things." ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov>
Date: Apr 05, 2010
Subject:
We could only wish for Douwe that his post was an April Fool's Day joke. That would have been the best thing we could have heard is that it didn't actually happen. Well with faith, ALL things ARE possible including the healing of Gene's medical issues and the repairing of Douwe's Piet, Dan Helsper's damage, and any other things that need attention so I for one am rooting for all of you by faith. Mike C. ________________________________________________________________________________
Date: Apr 05, 2010
From: Mike King <mikek120(at)mindspring.com>
Subject: Re: ELTs
Ryan, Thanks for the response and the info. I will be shopping for an ELT this week. Thanks again. Mike -----Original Message----- From: Ryan Mueller Sent: Apr 5, 2010 4:48 PM Subject: Re: Pietenpol-List: ELTs Experimental aircraft are required to have ELT's, unless for some reason you are exempt per FAR 91.207: http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/0/0ca5c0070bd29144862569cf005f1030!OpenDocument&ExpandSection=2 Odds are you don't fall into one of the exempt categories, so you would have to have one. Here is an article from EAA explaining where the ELT situation sits today: http://www.eaa.org/news/2009/2009-01-29_elt.asp Ryan On Mon, Apr 5, 2010 at 3:27 PM, Mike King wrote: Quick question. What is the current requirement for ELT? Do experimental planes "require" an ELT? My 12 year old went bad and will probably replace it with new technology but what is the requirement regarding ELTs.? Thank guys... Mike King GN-1 77K Corpus Christi ========== st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List ========== http://forums.matronics.com ========== le, List Admin. ="_blank">http://www.matronics.com/contribution ========== ________________________________________________________________________________
From: "walt" <waltdak(at)verizon.net>
Subject: Re: Douwe's piet...:(
Date: Apr 05, 2010
Dan, Sorry, I came in late,,,is this for real? I guess I didn't get the joke. Wow. Let me know, please walt evans NX140DL ----- Original Message ----- From: Dan Yocum To: pietenpol-list(at)matronics.com Sent: Monday, April 05, 2010 4:50 PM Subject: Re: Pietenpol-List: Douwe's piet...:( Ha, ha, Mike Cuy, ha, ha! How did you get Douwe's account information so you could send this cruel, CRUEL joke email. Man, April Fool's is so 4 days ago! "Fool me once, shame on you. Fool me twice, grblble... won't be fooled again!" Or, something like that... Ok, ok. Enough from the Peanut Gallery. Douwe, get back to work. We're behind you and we'll expect to see regular progress reports. Yeah, it's painful, you get scraped knees when you learn to ride a bike. You came this far, you can do another mile. Gene, I'm so, so sorry to hear about the cancer. I know you said it was untreatable - is your doctor aware of, or think that it could be treated by neutron or proton therapy? Fermilab has a neutron therapy facility and Loma Linda does proton treatments (the accelerator was developed by Fermi people). Dan On 04/04/2010 05:47 PM, Douwe Blumberg wrote: > --> Pietenpol-List message posted by: "Douwe Blumberg" > > Well, good news and bad news... > > Good news is Lowell is fine, bad news is my plane is pretty smashed up. > > After some high speed runs and fiddling, Lowell popped her up and when > coming down got caught by a pretty good surprise gust which got him crooked > on touchdown, initiating a fairly mild groundloop. Unfortunately, what > would have been a minor groundloop turned into major disaster due to an > inconveniently placed three foot deep muddy drainage ditch off the side of > the runway. This smashed the gear, smashed the prop, displaced the wing > forward and flipped her on her back. > > Considering the whallop she took in the ditch, we are grateful that Lowell > got away with nothing more than some bucked shins. (thank God for the tough > shoulder harness I installed, please do this everybody) > > Got a crane, put her in the hanger, had lunch and went home. I'll go back > in a few days once the reality sets in and I stop crying, take stock and try > to figure out if I have the "gumption" left to rebuild her. > > Learned a lot about building practices from seeing what gave way and what > held up. Interesting note, the wood struts and cabanes came through intact. > > I really don't know what else to say at this point... > > Douwe > > > > > > -- Dan Yocum Fermilab 630.840.6509 yocum@fnal.gov, http://fermigrid.fnal.gov "I fly because it releases my mind from the tyranny of petty things." ________________________________________________________________________________
Date: Apr 05, 2010
From: Dave and Connie <dmatt(at)frontiernet.net>
Subject: Re: Douwe's piet...:(
Gene & Tammy wrote: > > > Douwe, This is not the way I intended to inform the group I'll be > selling my Piet. Three weeks ago, during a routine check-up, I was > found to have (what their calling) a rare, non-treatable cancer. > Well guess what, I'M NOT GIVING UP!! I WILL BEAT IT! I refuse to > just lay down and give up all my dreams and everything I've worked so > hard for. > Douwe, if you give up and don't repair the damage, you don't deserve > to own or fly a Piet. > Gene In beautiful Tennessee > N502R > > Gene, Find a cancer center. My father goes to Giesinger in Philly. About 11 years ago they diagnosed him with prostate cancer that had started to spread. They told him that the goal was to keep him alive for 5 years. He still has cancer but is in an experimental program and planning to take my son turkey hunting next month. Dave N36078 ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: ELTs
Date: Apr 05, 2010
Short answer is to quote FAR 91.207: "...no person may operate a US registered civil airplane unless there is attached to the airplane an approved automatic type emergency locator transmitter that is in operable condition... Exceptions include ferrying a newly acquired airplane to a place where the emergency locator transmitter is to be installed; aircraft while engaged in training operations conducted entirely within a 50 nm radius of the airport from which such flight operations began;..." Also excluded are crop dusters, single seat airplanes, and any airplane in which the ELT was removed for repair, but you can't do this for more than 90 days. Jack Phillips NX899JP Raleigh, NC -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Mike King Sent: Monday, April 05, 2010 4:28 PM Subject: Pietenpol-List: ELTs Quick question. What is the current requirement for ELT? Do experimental planes "require" an ELT? My 12 year old went bad and will probably replace it with new technology but what is the requirement regarding ELTs.? Thank guys... Mike King GN-1 77K Corpus Christi ________________________________________________________________________________
Date: Apr 05, 2010
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Re: Douwe's piet...:(
Gene, no harm done, understandable with your situation. I don't know what t o say to you about that regard. No words seem to be fitting. I have a skin issue that prevents me from being in the sun because exposure increases my skin cancer threat by some outrageous number. I have to fully cover up and wear sunscreen. (I hate the way sunscreen feels.) Cancer may very well be i n my future and to hear it hit people that I know...even very little...puts that knot in my stomach. - As for Douwe, I felt he was getting kicked while already down and I didn't think that was right. He has spent many an hour and dollar on his plane ove r the years, (I assume) and I didn't think he should be cast out because hi s plane crashed and he now had no motivation to fix it.- - Douwe, I was not going to reply to your post just because I felt that you n eeded time to reflect and decide for YOURSELF what would be best for YOU. - I would hate to see you do something because you felt obligated to by t he opinions of others.- Once you take some time, the answer will present itself and when it does, you will know what to do next. - Good luck to both of you Gentlemen and do keep us informed of your situatio ns...Pietenpol related or not.- ________________________________________________________________________________
Date: Apr 05, 2010
From: Michael Groah <dskogrover(at)yahoo.com>
Subject: weekend cowl work
=0A=0AI just thought I'd post some pics of the work we got done on the cowl this past weekend.-- So far we just have the nose, top and bottom roug hed in.- We will get to the sides in time.- We have masking tape on the intake and cooling scoops to keep from scratching them.- We're no metal experts, but we should be able to hack a cowl out of this.--Anyways, I -just thought I'd share our progress.- =0A=0AMike Groah=0ATulare CA=0A =0A=0A ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: weekend cowl work
Date: Apr 05, 2010
Looking good, Mike! Jack Phillips NX899JP Raleigh, NC _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Michael Groah Sent: Monday, April 05, 2010 8:35 PM Subject: Pietenpol-List: weekend cowl work I just thought I'd post some pics of the work we got done on the cowl this past weekend. So far we just have the nose, top and bottom roughed in. We will get to the sides in time. We have masking tape on the intake and cooling scoops to keep from scratching them. We're no metal experts, but we should be able to hack a cowl out of this. Anyways, I just thought I'd share our progress. Mike Groah Tulare CA ________________________________________________________________________________
From: "Gene & Tammy" <zharvey(at)bentoncountycable.net>
Subject: Health issues
Date: Apr 05, 2010
I want to thank everyone that, both on and off list, sent me their well wishes and prayers. I believe very strongly in God and believe he has a lot more in store for me. I'm a fighter and have made things happen for myself all my life. I will do fine. Enough with all the bad news, let's get on with building and flying Pietenpols (and that means you too Douwe). Prayers most welcome Thank you Gene In Beautiful Tennessee N502R To all that responded off list, I will respond to each of you in the next several days, after I return from the hospital. ________________________________________________________________________________
Date: Apr 05, 2010
From: Tim Willis <timothywillis(at)earthlink.net>
Subject: Re: Health issues
Great reply, great attitude, great belief. Expect great results. God bless you, Tim -----Original Message----- From: Gene & Tammy Sent: Apr 5, 2010 8:50 PM Subject: Pietenpol-List: Health issues I want to thank everyone that, both on and off list, sent me their well wishes and prayers. I believe very strongly in God and believe he has a lot more in store for me. I'm a fighter and have made things happen for myself all my life. I will do fine. Enough with all the bad news, let's get on with building and flying Pietenpols (and that means you too Douwe). Prayers most welcome Thank you Gene In Beautiful Tennessee N502R To all that responded off list, I will respond to each of you in the next several days, after I return from the hospital. ________________________________________________________________________________
From: "Gary Boothe" <gboothe5(at)comcast.net>
Subject: weekend cowl work
Date: Apr 05, 2010
Looking good, Mike! I'm curious about the initial piece on the bottom of the nose bowl. Gary Boothe Cool, CA Pietenpol WW Corvair Conversion Tail done, Fuselage on gear 18 ribs done From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Michael Groah Sent: Monday, April 05, 2010 5:35 PM Subject: Pietenpol-List: weekend cowl work I just thought I'd post some pics of the work we got done on the cowl this past weekend. So far we just have the nose, top and bottom roughed in. We will get to the sides in time. We have masking tape on the intake and cooling scoops to keep from scratching them. We're no metal experts, but we should be able to hack a cowl out of this. Anyways, I just thought I'd share our progress. Mike Groah Tulare CA ________________________________________________________________________________
Date: Apr 05, 2010
From: shad bell <aviatorbell(at)yahoo.com>
Subject: Re: weekend cowl work
OHHHHHH GEEEEEEEEZZZZ, Is that a corvair? Looks great!, keep up the good work. Shad ________________________________________________________________________________
Date: Apr 05, 2010
From: Michael Groah <dskogrover(at)yahoo.com>
Subject: Re: weekend cowl work
That initial piece or little chin angle is a result of my wanting a smaller nose area, but having to get around the engine and mount. That little ang led area allows me to get around that lower area. When designing my cowl I had a list of wants. I wanted as small a nose bowl as possible while stil l enclosing the front starter/ring gear. I also wanted to have a rounded bottom. If I had done the square/flat bottom that many other corvair-piets have then I wouldn't have needed the chin angle and things would have been easier to fabricate. (I seem to like to make things as hard as possible w henever I can). I kinda like how the faceted lower section came out, and i t's my airplane, so I only have to please myself. :)=0AObviously everythin g is still very rough and in need of a lot of cutting and fitting. =0A=0AMi ke Groah=0A=0A=0A=0A=0A=0A________________________________=0AFrom: Gary Boo the =0ATo: pietenpol-list(at)matronics.com=0ASent: Mon, April 5, 2010 6:14:00 PM=0ASubject: RE: Pietenpol-List: weekend cowl work =0A=0A =0ALooking good, Mike! I=99m curious about the initial piece o n=0Athe bottom of the nose bowl.=0A =0AGary Boothe=0ACool, CA=0APietenpol =0AWW Corvair Conversion=0ATail done, Fuselage on gear=0A18 ribs done=0A =0AFrom:owner-pietenpol-list-server(at)matronics.com=0A[mailto:owner-pietenpol -list-server(at)matronics.com] On Behalf Of Michael=0AGroah=0ASent: Monday, Ap ril 05, 2010 5:35 PM=0ATo: pietenpol-list(at)matronics.com=0ASubject: Pietenpo l-List: weekend cowl work=0A =0A =0AI just thought I'd post some pics of th e work we got done on=0Athe cowl this past weekend. So far we just have t he nose, top and=0Abottom roughed in. We will get to the sides in time. W e have=0Amasking tape on the intake and cooling scoops to keep from scratch ing=0Athem. We're no metal experts, but we should be able to hack a cowl o ut of=0Athis. Anyways, I just thought I'd share our progress. =0A =0AMike =========================0A ======0A=0A=0A ________________________________________________________________________________
Date: Apr 05, 2010
From: shad bell <aviatorbell(at)yahoo.com>
Subject: Re: Douwe's Piet
Dowue, As my Grand Dad always said, "Once a job has once begun, never leave it till it's done. Be the labor great, or small, do it right or not at all." It aint nothin you ain't done before, you just have to peel some fabric, and scrape off some varnish before you put the glue on this time. At least you got yours taxing before it got broke, I broke a wing pannel when it fell off my work bench, with 20 lbs of bar clamps on it. Not to beat the drum, but No one was hurt bad and your still both here to tell the story and that IS what is important, Dad and I lost a good friend last summer who's out come was not as fortunate, so in in my utmost sincerity I am glad you and Lowell ar OK. Fix'er up and try again. Shad ________________________________________________________________________________
Date: Apr 06, 2010
From: Jim Ash <ashcan(at)earthlink.net>
Subject: Re: Obfuscatory perambulation
The two needs to be outside the perenthesis. Jim -----Original Message----- From: TOM STINEMETZE Sent: Apr 5, 2010 2:24 PM Subject: Pietenpol-List: Obfuscatory perambulation The gentleman in this video has been hired by the Crank Snappin' Corvair Society (CS) to articulate our cause to the masses. I am sure that you will all understand the veracity of our prognostications re: our choice of motive appliance, once you hear him. http://home.comcast.net/~steveham21/turbo.mpg The real story is as follows: Several years ago, Rockwell International decided to get into the heavy duty transmission business. They were getting ready to tape a first introduction video, and as a warm up, the professional narrator began what has become a legend within the trucking industry. This man should have won an academy award for his stellar performance. Now remember this is strictly off the cuff, nothing is written down, this became the biggest talk in the industry, vs the new product which they were introducing. Stinemetze N328X ________________________________________________________________________________
Subject: Tail Wheel Assembly
From: "Pieti Lowell" <Lowellcfrank(at)yahoo.com>
Date: Apr 06, 2010
I have a Ken Perkins Tail Wheel Assembly that is a ,steerable- full swivel, with spring, used as an experimental unit on 3 flights. It is available to the highest bidder. Contact me on ( lowellcfrank(at)yahoo.com ). Pieti Lowell Read this topic online here: http://forums.matronics.com/viewtopic.php?p=293165#293165 ________________________________________________________________________________
Subject: Re: weekend cowl work
From: "taildrags" <taildrags(at)hotmail.com>
Date: Apr 06, 2010
VERY handsome piece of work! Clean lines, nice exhaust exits, tapered eyebrows... I like it better than most of the Corvair Piet cowlings. And is that a Tennessee Prop on the engine? Last question: have you figured out how you'll do the air intake/filter for the carb yet? -------- Oscar Zuniga San Antonio, TX Air Camper NX41CC Read this topic online here: http://forums.matronics.com/viewtopic.php?p=293169#293169 ________________________________________________________________________________
Date: Apr 06, 2010
From: Michael Groah <dskogrover(at)yahoo.com>
Subject: Re: weekend cowl work
Oscar, The prop is a Culver. I'm still working on how i'm going to to the carb inlet area. I have several possible ideas, but I'm still working that part out. I'll get the rest of the cowl made and then come back to that and make a decision. ________________________________ From: taildrags <taildrags(at)hotmail.com> Sent: Tue, April 6, 2010 6:00:13 AM Subject: Pietenpol-List: Re: weekend cowl work VERY handsome piece of work! Clean lines, nice exhaust exits, tapered eyebrows... I like it better than most of the Corvair Piet cowlings. And is that a Tennessee Prop on the engine? Last question: have you figured out how you'll do the air intake/filter for the carb yet? -------- Oscar Zuniga San Antonio, TX Air Camper NX41CC Read this topic online here: http://forums.matronics.com/viewtopic.php?p=293169#293169 ________________________________________________________________________________
From: Ryan Mueller <rmueller23(at)gmail.com>
Subject: Re: Tail Wheel Assembly
Date: Apr 06, 2010
Hi Lowell, Just out of curiosity, is this the tailwheel that was on the airplane when it went to Oshkosh? Thanks, Ryan Sent from my iPhone On Apr 6, 2010, at 7:28 AM, "Pieti Lowell" wrote: > > > > I have a Ken Perkins Tail Wheel Assembly that is a ,steerable- full > swivel, with spring, used as an experimental unit on 3 flights. It > is available to the highest bidder. Contact me on ( lowellcfrank(at)yahoo.com > ). > Pieti Lowell > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=293165#293165 > > ________________________________________________________________________________
Date: Apr 06, 2010
From: "TOM STINEMETZE" <TOMS(at)mcpcity.com>
Subject: Re: Obfuscatory perambulation
To the quick I am cut! I am soooo embarrassed! How could I have missed so obvious an error? Stinemetze >>> Jim Ash 4/6/2010 6:03 AM >>> The two needs to be outside the perenthesis. Jim -----Original Message----- From: TOM STINEMETZE Sent: Apr 5, 2010 2:24 PM Subject: Pietenpol-List: Obfuscatory perambulation The gentleman in this video has been hired by the Crank Snappin' Corvair Society (CS) to articulate our cause to the masses. ________________________________________________________________________________
Date: Apr 06, 2010
From: Mike King <mikek120(at)mindspring.com>
Subject: ELT - EPIRB Shopping
Hey gang, I have to replace my 12 year old ECK Technologies ELT. Since 121.5 is not monitored by satellites, I am now in the market for a 406 MHz transmitter or a combination of 406 / 121.5 transmission. I looked online at Aircraft Spruce and Wag Aero and saw the high priced offerings. Has anyone bought an ELT lately and if so, where and how much are they asking. Thanks in advance for the info. Mike King 77MK GN-1 Corpus Christi, Texas ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: ELT - EPIRB Shopping
Date: Apr 06, 2010
There is no law requiring changing to 406 MHz (yet). How many Pietenpols have been found by satellites when presumed lost? 406 MHz didn't help Steve Fossett much. Jack Phillips NX899JP Raleigh, NC -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Mike King Sent: Tuesday, April 06, 2010 9:33 AM Subject: Pietenpol-List: ELT - EPIRB Shopping Hey gang, I have to replace my 12 year old ECK Technologies ELT. Since 121.5 is not monitored by satellites, I am now in the market for a 406 MHz transmitter or a combination of 406 / 121.5 transmission. I looked online at Aircraft Spruce and Wag Aero and saw the high priced offerings. Has anyone bought an ELT lately and if so, where and how much are they asking. Thanks in advance for the info. Mike King 77MK GN-1 Corpus Christi, Texas ________________________________________________________________________________
Date: Apr 06, 2010
Subject: Re: ELT - EPIRB Shopping
From: Rick Holland <at7000ft(at)gmail.com>
Is an ELT required for a Piet to pass an airworthiness inspection? rick On Tue, Apr 6, 2010 at 7:32 AM, Mike King wrote: > > Hey gang, > > I have to replace my 12 year old ECK Technologies ELT. Since 121.5 is not monitored > by satellites, I am now in the market for a 406 MHz transmitter or a combination of > 406 / 121.5 transmission. > > I looked online at Aircraft Spruce and Wag Aero and saw the high priced offerings. > > Has anyone bought an ELT lately and if so, where and how much are they asking. > > Thanks in advance for the info. > > Mike King > 77MK > GN-1 > Corpus Christi, Texas > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
Date: Apr 06, 2010
Subject: Re: weekend cowl work
From: Rick Holland <at7000ft(at)gmail.com>
Nice Mike, like the rounded bottom, kind of like the original Model A cowling. I was lazy and made mine flat on the bottom like most CSCS builders. rick On Mon, Apr 5, 2010 at 6:34 PM, Michael Groah wrote: > > I just thought I'd post some pics of the work we got done on the cowl this > past weekend. So far we just have the nose, top and bottom roughed in. We > will get to the sides in time. We have masking tape on the intake and > cooling scoops to keep from scratching them. We're no metal experts, but we > should be able to hack a cowl out of this. Anyways, I just thought I'd > share our progress. > > Mike Groah > Tulare CA > > > ** > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
Subject: Re: ELT - EPIRB Shopping
From: rgow(at)avionicsdesign.ca
Date: Apr 06, 2010
The cheapest one we sell is the Kanad for about 1,000$ Bob Sent on the TELUS Mobility network with BlackBerry -----Original Message----- From: Rick Holland <at7000ft(at)gmail.com> Date: Tue, 6 Apr 2010 10:41:43 Subject: Re: Pietenpol-List: ELT - EPIRB Shopping Is an ELT required for a Piet to pass an airworthiness inspection? rick On Tue, Apr 6, 2010 at 7:32 AM, Mike King wrote: > > Hey gang, > > I have to replace my 12 year old ECK Technologies ELT. Since 121.5 is not monitored > by satellites, I am now in the market for a 406 MHz transmitter or a combination of > 406 / 121.5 transmission. > > I looked online at Aircraft Spruce and Wag Aero and saw the high priced offerings. > > Has anyone bought an ELT lately and if so, where and how much are they asking. > > Thanks in advance for the info. > > Mike King > 77MK > GN-1 > Corpus Christi, Texas > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
Date: Apr 06, 2010
Subject: 800x4 Cub wheels and brakes FS
From: Ryan Mueller <rmueller23(at)gmail.com>
Good afternoon all, We still have a set of 800x4 wheels and brakes for sale. They were removed from a flying J-3 for an upgrade to larger wheels and tires. The wheels are in very good shape, and the Goodyear tires still have life left in them. They come with complete expander tube brake assemblies and drums, and Cub wheel covers. $*600* + shipping is what we are asking. We bought them for our Piet to have the nice, fat balloon tire look, but we are not going to need them any longer. Let me know if you are interested, and I can send some pictures. Thanks! Ryan ________________________________________________________________________________
Date: Apr 06, 2010
From: Jim Ash <ashcan(at)earthlink.net>
Subject: Re: ELT - EPIRB Shopping
I have a vague recollection of this question 15(?) years ago when I went to take the Cub out without one. IIRC, there was a loophole in the law that allowed for 'training flights' without one. There was also a 25nm limit. There were some other restrictions, too; training flights are not required to have an instructor, but cannot carry a passenger. Based on this, I'm thinking the summary answer is 'no'. On the less legal and more practical side, if you expect your inspector to be picky and he says you need one, I don't think I'd have the nerve to shove the law in his face as he's signing off your plane. You're gonna need one anyhow. If economics are an issue, borrow one for the day and 'temporarily' mount it. Jim Ash -----Original Message----- >From: Rick Holland <at7000ft(at)gmail.com> >Sent: Apr 6, 2010 12:41 PM >To: pietenpol-list(at)matronics.com >Subject: Re: Pietenpol-List: ELT - EPIRB Shopping > > >Is an ELT required for a Piet to pass an airworthiness inspection? > >rick > >On Tue, Apr 6, 2010 at 7:32 AM, Mike King wrote: >> >> Hey gang, >> >> I have to replace my 12 year old ECK Technologies ELT. Since 121.5 is not monitored >> by satellites, I am now in the market for a 406 MHz transmitter or a combination of >> 406 / 121.5 transmission. >> >> I looked online at Aircraft Spruce and Wag Aero and saw the high priced offerings. >> >> Has anyone bought an ELT lately and if so, where and how much are they asking. >> >> Thanks in advance for the info. >> >> Mike King >> 77MK >> GN-1 >> Corpus Christi, Texas >> >> >> >> >> > > >-- >Rick Holland >Castle Rock, Colorado > >"Logic is a wreath of pretty flowers, that smell bad" > > ________________________________________________________________________________
Subject: Toe-in
From: "skellytown flyer" <skellflyer1(at)yahoo.com>
Date: Apr 06, 2010
Well after the terrible news about the landing incident I decided to check the toe-in or out on my project I'm trying to complete.as usual I find more than I wanted to. the Cub gear I got from D.J. looks really nice with the white powder coat finish.I know I had to modify the mounting holes in a couple of locations when I mounted it.but figured all was well. good thing I went back and checked. there seems to be almost a full 3/8" toe in from the front of the tire to the rear.that is what I call a pretty significant amount -especially when I have been told that if anything it is better to have a slight toe out on conventional gear.not sure whether I'll have to use heat or just what to adjust this but if anybody has advice concerning lining up Cub style gear I'd appreciate it.I'm glad I found it now rather than later. I am doing the check with the tail up in near normal flight attitude.Raymond Read this topic online here: http://forums.matronics.com/viewtopic.php?p=293218#293218 ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]" <michael.d.cuy(at)nasa.gov>
Date: Apr 06, 2010
Subject: Toe-in
Raymond-- if you own the Bingelis books he specifically talks about how to measure and correct for toe in/out issues. ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Re: Toe-in
Date: Apr 06, 2010
Can't help with a Cub gear, but for a Cessna 180 or 185, at flight weight, there's supposed to be zero toe-in or toe-out. I'd think that would be a good starting place. Mechanics use grease-plates for this to account for gear flex. You can use plastic trash bags instead of grease. Get a couple large aluminum plates (1/8" thick works okay) and either put a trash bag between them or a handful of grease, and then roll the main wheel tire on to them. The upper plate will side around a bit and that'll change the indication of toe-in somewhat. As memory goes, on a 185, the maximum toe-in was 1/8" across the wheel rim itself, not the whole tire. But I could be wrong about that - the zero toe-in at flight weight is a reliable data point. David Paule > > > Well after the terrible news about the landing incident I decided to check > the toe-in or out on my project I'm trying to complete.as usual I find > more than I wanted to. the Cub gear I got from D.J. looks really nice with > the white powder coat finish.I know I had to modify the mounting holes in > a couple of locations when I mounted it.but figured all was well. good > thing I went back and checked. there seems to be almost a full 3/8" toe in > from the front of the tire to the rear.that is what I call a pretty > significant amount -especially when I have been told that if anything it > is better to have a slight toe out on conventional gear.not sure whether > I'll have to use heat or just what to adjust this but if anybody has > advice concerning lining up Cub style gear I'd appreciate it.I'm glad I > found it now rather than later. I am doing the check with the tail up in > near normal flight attitude.Raymond > ________________________________________________________________________________
Date: Apr 06, 2010
From: Jim <jimboyer(at)hughes.net>
Subject: Re: weekend cowl work
Your cowling is looking good Mike. I am always curious about how to cowl the Corvair and not have the rocker arm covers show. I'm going to try a PA-18 style pressure cowl, but thats quite still quite a way off yet. How close to running your engine are you? Jim B. Jim Boyer Santa Rosa, CA Pietenpol on wheels Tail surfaces done Wing ribs done Corvair engine Apr 5, 2010 05:52:21 PM, pietenpol-list(at)matronics.com wrote: I just thought I'd post some pics of the work we got done on the cowl this past weekend. So far we just have the nose, top and bottom roughed in. We will get to the sides in time. We have masking tape on the intake and cooling scoops to keep from scratching them. We're no metal experts, but we should be able to hack a cowl out of this. Anyways, I just thought I'd share our progress. Mike Groah Tulare CA ________________________________________________________________________________
Date: Apr 06, 2010
From: Michael Groah <dskogrover(at)yahoo.com>
Subject: Re: weekend cowl work
Jim..., Your PA-18 style cowl will look good. I just wanted a little older look than that. My goal at this time is to run the engine this summer. I have most things wired and I can now push the starter button on the panel and crank the engine over! I just have to finish a little wiring and plumbing (both fuel and oil) and I'll be close. I'm really looking forward to hearing that engine run and feeling the breeze come off that hunk of wood on the end of the crankshaft. I'm excited to see pics of your progress too. Get some pics and let us all see how you're progressing. ________________________________ From: Jim <jimboyer(at)hughes.net> Sent: Tue, April 6, 2010 1:30:28 PM Subject: Re: Pietenpol-List: weekend cowl work Your cowling is looking good Mike. I am always curious about how to cowl the Corvair and not have the rocker arm covers show. I'm going to try a PA-18 style pressure cowl, but thats quite still quite a way off yet. How close to running your engine are you? Jim B. Jim Boyer Santa Rosa, CA Pietenpol on wheels Tail surfaces done Wing ribs done Corvair engine Apr 5, 2010 05:52:21 PM, pietenpol-list(at)matronics.com wrote: I just thought I'd post some pics of the work we got done on the cowl this past weekend. So far we just have the nose, top and bottom roughed in. We will get to the sides in time. We have masking tape on the intake and cooling scoops to keep from scratching them. We're no metal experts, but we should be able to hack a cowl out of this. Anyways, I just thought I'd share our progress. Mike Groah Tulare CA ________________________________________________________________________________
From: "Douwe Blumberg" <douweblumberg(at)earthlink.net>
Subject: Next steps or... HERE WE GO AGAIN!!!
Date: Apr 06, 2010
Okay, here goes... First of all, thank you guys from the bottom of my heart for your genuine letters of encouragement and sympathy. No feelings have been hurt, and I actually appreciate the "kick in the pants" approach. I spent the morning going over the damage. The end result is that I will absolutely rebuild her and plan on bringing her home this week to start. Won't be at Brodhead this year, maybe next? The main damage that I am a bit unsure of how to fix is to the left wing, outboard of the strut attach points. As it rolled, the leading edge was pushed down and cracked the leading edge ribs and the bottom of the ribs from the struts outward. The spars are fine and the leading edge is fine, just the ribs are crunched. Just ordered the FAA repair manual to see what it has to say, and any suggestions would be appreciated. Anybody up for a wing fixing party (Larry Williams, Gene??) other fixes: Fix, recover and repaint left wing fin leading edge cracked various brace cables busted wheels, axle and brakes shot wing tank dented rad dented replace prop some bulkhead damage in pilot leg holes cross brace busted loos behind pilot seatback bulkhead check out engine (sure it's fine, didn't really hit, just the prop tips hit until it turned over). some sheet metal repair. turtle deck repair where shoulder harness pulled up and through fabric as Lowell hung there. try to match paint and repaint turtledeck to match rest of fuse bent throttle rod at quadrant leaky fuel connection new diagonal cabane braces did I miss anything?.... A few lessons learned from inspecting the damage. 1. If you used 1/16th cable to brace your tail... double nicropress them, two or three pulled out of the nico sleeve, and I had gauged them. I will use heavier next time. 2. Don't try to save a couple ounces with the diagonal cabane braces, make them stout enough to keep the wing back because if you have a wing tank, or a passenger, you really want that wing to stay put. 3. The "Jenny" gear is as tough as BHP said it was, while the wheels took up a lot of the impact, and were trashed, the basic gear is fairly unscathed. I have no doubt the slit gear would have sheared off, I'm not saying one is better than the other, they are just strong in different areas. 4. USE GOOD SHOULDER HARNESS, AND ANCHOR IT WELL!! mine is the short fuse and you are right up to the instrument panel. Lowell didn't even scratch his nose, yet he rebounded hard enough to break the brace behind the seatback bulkhead. Thank God I spent a lot of effort here. Also, the seatbelt held him in as he hung there and maybe prevented some nasty neck injuries. This was just a simple ground loop that can happen to anyone, but could have been disasterous because of the ditch, but it wasn't because of the belt and harness. 5. Lowell suggests, padding or rounding under the edge of the instrument panel. When upside down, crawling out, that edge peeled some skin off his shins which were already skinned by the tops of the leg apetures in the bulkhead. Maybe enlarge these and pad them? 6. You guys building wood struts or cabanes, don't worry about their strength. thanks again guys! Douwe ________________________________________________________________________________
Date: Apr 06, 2010
From: shad bell <aviatorbell(at)yahoo.com>
Subject: Ohio piet fly-in 2010
OK Group, I have been out in the hanger today starting on the annual on the piet, I am trying to get another estimate on atendance. It will be Sat June 19, the day befor father's day. If people want to fly in on friday afternoon that is fine with me, I have room for tent camping, or you can put a air-matress in the hanger. I have only a garden hose for water, and plan on getting some "Mexican Space Capsules" (terd closets) for nature calls. There are hotels within 20 min of here, and I can provide a ride for a few people or you can borrow my "courtisy car" if you perfer a hotel room. I need to get a rough head count so I can plan for buying the food, beverages etc. I should have plenty of parking for aircraft, and probably enough room for about 15-20 cars, possibly more if you walk about 1/4 mile. I do not have room for RV's (the 6 wheeled kind), the flying ones are welcome. Be advised that there is a NOTAM (or probably will be) that the field is for tailwheels only, per the airport owner. Our field has recently been opened for public use, for airport protection from a utillity company. I look forward to any and all who plan to fly in, Jack Phillips, You can buzz up here in your RV-4 so Mike C. won't have any excuse not to come down. Beer will be cold,(after the flying is done) The B.S. deep, and good times for all. The Date again is June 19, 2010, Location is OH71, Centerburg Ohio (25 miles North of Columbus), Fuel is available at Wynkoop Airport about 15 miles away, and he usually has the lowest price, he sells for about .20 over cost, at least that's what it was the past few years. Shad ________________________________________________________________________________
Date: Apr 06, 2010
From: Tim Willis <timothywillis(at)earthlink.net>
Subject: Re: Next steps or... HERE WE GO AGAIN!!!
Douwe, Readnig the details, the damage sounds extensive, but the real structural damage sounds pretty minimal. Best news-- great!-- is that your psyche has recovered. Thanks for sharing the tips. What do you mean by "double nicopress" on the sleeves? Thanks, Tim in central TX -----Original Message----- >From: Douwe Blumberg <douweblumberg(at)earthlink.net> >Sent: Apr 6, 2010 4:17 PM >To: pietenpolgroup >Subject: Pietenpol-List: Next steps or... HERE WE GO AGAIN!!! > > >Okay, here goes... > >First of all, thank you guys from the bottom of my heart for your genuine >letters of encouragement and sympathy. No feelings have been hurt, and I >actually appreciate the "kick in the pants" approach. > >I spent the morning going over the damage. The end result is that I will >absolutely rebuild her and plan on bringing her home this week to start. >Won't be at Brodhead this year, maybe next? > >The main damage that I am a bit unsure of how to fix is to the left wing, >outboard of the strut attach points. As it rolled, the leading edge was >pushed down and cracked the leading edge ribs and the bottom of the ribs >from the struts outward. The spars are fine and the leading edge is fine, >just the ribs are crunched. Just ordered the FAA repair manual to see what >it has to say, and any suggestions would be appreciated. Anybody up for a >wing fixing party (Larry Williams, Gene??) > >other fixes: > >Fix, recover and repaint left wing >fin leading edge cracked >various brace cables busted >wheels, axle and brakes shot >wing tank dented >rad dented >replace prop >some bulkhead damage in pilot leg holes >cross brace busted loos behind pilot seatback bulkhead >check out engine (sure it's fine, didn't really hit, just the prop tips hit >until it turned over). >some sheet metal repair. >turtle deck repair where shoulder harness pulled up and through fabric as >Lowell hung there. >try to match paint and repaint turtledeck to match rest of fuse >bent throttle rod at quadrant >leaky fuel connection >new diagonal cabane braces > >did I miss anything?.... > >A few lessons learned from inspecting the damage. >1. If you used 1/16th cable to brace your tail... double nicropress them, >two or three pulled out of the nico sleeve, and I had gauged them. I will >use heavier next time. > >2. Don't try to save a couple ounces with the diagonal cabane braces, make >them stout enough to keep the wing back because if you have a wing tank, or >a passenger, you really want that wing to stay put. > >3. The "Jenny" gear is as tough as BHP said it was, while the wheels took >up a lot of the impact, and were trashed, the basic gear is fairly >unscathed. I have no doubt the slit gear would have sheared off, I'm not >saying one is better than the other, they are just strong in different >areas. > >4. USE GOOD SHOULDER HARNESS, AND ANCHOR IT WELL!! mine is the short fuse >and you are right up to the instrument panel. Lowell didn't even scratch >his nose, yet he rebounded hard enough to break the brace behind the >seatback bulkhead. Thank God I spent a lot of effort here. Also, the >seatbelt held him in as he hung there and maybe prevented some nasty neck >injuries. This was just a simple ground loop that can happen to anyone, but >could have been disasterous because of the ditch, but it wasn't because of >the belt and harness. > >5. Lowell suggests, padding or rounding under the edge of the instrument >panel. When upside down, crawling out, that edge peeled some skin off his >shins which were already skinned by the tops of the leg apetures in the >bulkhead. Maybe enlarge these and pad them? > >6. You guys building wood struts or cabanes, don't worry about their >strength. > > >thanks again guys! > >Douwe > ________________________________________________________________________________
Date: Apr 06, 2010
From: shad bell <aviatorbell(at)yahoo.com>
Subject: Re: Next steps or... HERE WE GO AGAIN!!!
Att'a boy Douwe, get back in there! As for rib repairs look at ac-43-13. I had some rib repairs to do when my Jungster wing hit the floor, I used a combo of ac-43-13, and some boyhood experiances of rebuilding crashed model airplanes to fix the ribs. One option that may be appropriate st to scarff the broken caps togeather, and cut a piece of 1/16 ply to the profile of the rib and glue it to one side of the rib, in place of the other little gussets. This worked on 2 of my broken ribs, of course don't overbuild as it ads weight. I know how it can piss you off, I allmost threw my wing in the yard and ran it over with the tractor. After I got started on repairs they only took about 10-15 hrs. As for getting a good gluing surface, I used a GOOD, sharp wood chissle to scrape the varnish off. Hold the chissle almost 90 degrees from your work, and draw it across the wood, and the varnish will scrape off nicely. I would recomend T-88 for a repair glue, just in case the varnish was thinned enough to really soak into the wood fibers and deeply seal them. T-88 is forgiving as well, keep joints tight, but t-88 will fill small imperfections. It will go faster than you think. Shad ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Re: Next steps or... HERE WE GO AGAIN!!!
Date: Apr 06, 2010
Douwe, (Offline) Thanks so much for the helpful suggestions. That's absolutely a great thing for you to write, and just wanted to say, way to go! on that. Thanks, David Paule ----- Original Message ----- From: "Douwe Blumberg" <douweblumberg(at)earthlink.net> Sent: Tuesday, April 06, 2010 3:17 PM Subject: Pietenpol-List: Next steps or... HERE WE GO AGAIN!!! > > > Okay, here goes... > > First of all, thank you guys from the bottom of my heart for your genuine > letters of encouragement and sympathy. No feelings have been hurt, and I > actually appreciate the "kick in the pants" approach. > > I spent the morning going over the damage. The end result is that I will > absolutely rebuild her and plan on bringing her home this week to start. > Won't be at Brodhead this year, maybe next? > > The main damage that I am a bit unsure of how to fix is to the left wing, > outboard of the strut attach points. As it rolled, the leading edge was > pushed down and cracked the leading edge ribs and the bottom of the ribs > from the struts outward. The spars are fine and the leading edge is fine, > just the ribs are crunched. Just ordered the FAA repair manual to see > what > it has to say, and any suggestions would be appreciated. Anybody up for a > wing fixing party (Larry Williams, Gene??) > > other fixes: > > Fix, recover and repaint left wing > fin leading edge cracked > various brace cables busted > wheels, axle and brakes shot > wing tank dented > rad dented > replace prop > some bulkhead damage in pilot leg holes > cross brace busted loos behind pilot seatback bulkhead > check out engine (sure it's fine, didn't really hit, just the prop tips > hit > until it turned over). > some sheet metal repair. > turtle deck repair where shoulder harness pulled up and through fabric as > Lowell hung there. > try to match paint and repaint turtledeck to match rest of fuse > bent throttle rod at quadrant > leaky fuel connection > new diagonal cabane braces > > did I miss anything?.... > > A few lessons learned from inspecting the damage. > 1. If you used 1/16th cable to brace your tail... double nicropress them, > two or three pulled out of the nico sleeve, and I had gauged them. I will > use heavier next time. > > 2. Don't try to save a couple ounces with the diagonal cabane braces, > make > them stout enough to keep the wing back because if you have a wing tank, > or > a passenger, you really want that wing to stay put. > > 3. The "Jenny" gear is as tough as BHP said it was, while the wheels took > up a lot of the impact, and were trashed, the basic gear is fairly > unscathed. I have no doubt the slit gear would have sheared off, I'm not > saying one is better than the other, they are just strong in different > areas. > > 4. USE GOOD SHOULDER HARNESS, AND ANCHOR IT WELL!! mine is the short > fuse > and you are right up to the instrument panel. Lowell didn't even scratch > his nose, yet he rebounded hard enough to break the brace behind the > seatback bulkhead. Thank God I spent a lot of effort here. Also, the > seatbelt held him in as he hung there and maybe prevented some nasty neck > injuries. This was just a simple ground loop that can happen to anyone, > but > could have been disasterous because of the ditch, but it wasn't because of > the belt and harness. > > 5. Lowell suggests, padding or rounding under the edge of the instrument > panel. When upside down, crawling out, that edge peeled some skin off his > shins which were already skinned by the tops of the leg apetures in the > bulkhead. Maybe enlarge these and pad them? > > 6. You guys building wood struts or cabanes, don't worry about their > strength. > > > thanks again guys! > > Douwe > > > ________________________________________________________________________________
From: "gcardinal" <gcardinal(at)comcast.net>
Subject: Re: ELT - EPIRB Shopping
Date: Apr 06, 2010
Rick An ELT is not required to pass an airworthiness inspection. Greg Cardinal ----- Original Message ----- From: "Rick Holland" <at7000ft(at)gmail.com> Sent: Tuesday, April 06, 2010 11:41 AM Subject: Re: Pietenpol-List: ELT - EPIRB Shopping > > Is an ELT required for a Piet to pass an airworthiness inspection? > > rick > > On Tue, Apr 6, 2010 at 7:32 AM, Mike King wrote: >> >> Hey gang, >> >> I have to replace my 12 year old ECK Technologies ELT. Since 121.5 is not >> monitored >> by satellites, I am now in the market for a 406 MHz transmitter or a >> combination of >> 406 / 121.5 transmission. >> >> I looked online at Aircraft Spruce and Wag Aero and saw the high priced >> offerings. >> >> Has anyone bought an ELT lately and if so, where and how much are they >> asking. >> >> Thanks in advance for the info. >> >> Mike King >> 77MK >> GN-1 >> Corpus Christi, Texas >> >> >> >> >> > > > -- > Rick Holland > Castle Rock, Colorado > > "Logic is a wreath of pretty flowers, that smell bad" > > > ________________________________________________________________________________
Date: Apr 06, 2010
From: bcolleran(at)comcast.net
Subject: PIetenpol Wood
Hey guys getting ready to place my wood order and got a great price from ai rcraft spruce with shipping.=C2- They say I should order another 500 ft o f 1/2" x 1/4" capstrip.=C2- Any idea what this is for?=C2- Glue, I see T-88 is the prefered glue, any suggestions on what size to orde r?=C2- How do you prefer it ready mix or mix it yourself?=C2- Lastly, sorry I do not have my plans in front of me and I want to get this order in, for gusset plywood what are you all ordering?=C2- Thanks, Bill ________________________________________________________________________________
Date: Apr 06, 2010
From: Ben Charvet <bcharvet(at)bellsouth.net>
Subject: Re: PIetenpol Wood
As I remember, the Aircraft Spruce wood kit for the Pietenpol doesn't include the 1/2 x 1/4 strips for making the wing ribs and tail surfaces. 500 ft sounds about right if you are planning to buy from them. I used a total of 3 quarts of T-88, but I would just order one quart to start. I ordered a 2 ft X 4 ft piece of 1/16" birch plywood from either wicks or aircraft spruce for the wing rib gussets. Ribs are a good place to start to see if you have the stamina for the long haul. I spent 2 months making mine. Ben Charvet NX866BC On 4/6/2010 5:58 PM, bcolleran(at)comcast.net wrote: > > Hey guys getting ready to place my wood order and got a great price > from aircraft spruce with shipping. They say I should order another > 500 ft of 1/2" x 1/4" capstrip. Any idea what this is for? > > Glue, I see T-88 is the prefered glue, any suggestions on what size to > order? How do you prefer it ready mix or mix it yourself? > > Lastly, sorry I do not have my plans in front of me and I want to get > this order in, for gusset plywood what are you all ordering? > > Thanks, > > Bill > > * > > > * ________________________________________________________________________________
Date: Apr 06, 2010
From: Michael Groah <dskogrover(at)yahoo.com>
Subject: Re: weekend cowl work
Thanks Rick. I really like the rounded bottoms that the model A and some of the A65 guys have too, and I wanted to have that look, but with the Corvair. My dad spent a lot of time making poster board patterns and then created the oval nosecone which was located in it's place. Then he and I spent a couple days creating the top and bottom cowls that you saw in the pics. It wasn't too difficult really, just careful work. The top cowl was done on a slip roll but the bottom one my dad used a wood post and the pole of a basketball hoop to hand form the curve (so there is no need of any special tools). Then we just cut and fit it. I'm looking forward to getting some sides on it to complete the look. Mike Groah ________________________________ From: Rick Holland <at7000ft(at)gmail.com> Sent: Tue, April 6, 2010 9:53:23 AM Subject: Re: Pietenpol-List: weekend cowl work Nice Mike, like the rounded bottom, kind of like the original Model A cowling. I was lazy and made mine flat on the bottom like most CSCS builders. rick On Mon, Apr 5, 2010 at 6:34 PM, Michael Groah wrote: > >I just thought I'd post some pics of the work we got done on the cowl this past weekend. So far we just have the nose, top and bottom roughed in. We will get to the sides in time. We have masking tape on the intake and cooling scoops to keep from scratching them. We're no metal experts, but we should be able to hack a cowl out of this. Anyways, I just thought I'd share our progress. > >Mike Groah >Tulare CA > > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: ELT - EPIRB Shopping
Date: Apr 06, 2010
No. The only time you might get checked is if you have a ramp check by the feds. An inspector from the FSDO did my A/W inspection and never asked about the ELT. ELT's are not required during flight testing an aircraft. Jack Phillips NX899JP Raleigh, NC -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Rick Holland Sent: Tuesday, April 06, 2010 12:42 PM Subject: Re: Pietenpol-List: ELT - EPIRB Shopping Is an ELT required for a Piet to pass an airworthiness inspection? rick On Tue, Apr 6, 2010 at 7:32 AM, Mike King wrote: > > Hey gang, > > I have to replace my 12 year old ECK Technologies ELT. Since 121.5 is not monitored > by satellites, I am now in the market for a 406 MHz transmitter or a combination of > 406 / 121.5 transmission. > > I looked online at Aircraft Spruce and Wag Aero and saw the high priced offerings. > > Has anyone bought an ELT lately and if so, where and how much are they asking. > > Thanks in advance for the info. > > Mike King > 77MK > GN-1 > Corpus Christi, Texas > > -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
From: "Jason Holmes" <jholmes8(at)centurylink.net>
Subject: Ohio piet fly-in 2010
Date: Apr 06, 2010
Shad, My Dad and I will be driving in for the afternoon or so. I need to get some pictures and some motivation to start my Piet. Jason Holmes -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of shad bell Sent: Tuesday, April 06, 2010 5:25 PM Subject: Pietenpol-List: Ohio piet fly-in 2010 OK Group, I have been out in the hanger today starting on the annual on the piet, I am trying to get another estimate on atendance. It will be Sat June 19, the day befor father's day. If people want to fly in on friday afternoon that is fine with me, I have room for tent camping, or you can put a air-matress in the hanger. I have only a garden hose for water, and plan on getting some "Mexican Space Capsules" (terd closets) for nature calls. There are hotels within 20 min of here, and I can provide a ride for a few people or you can borrow my "courtisy car" if you perfer a hotel room. I need to get a rough head count so I can plan for buying the food, beverages etc. I should have plenty of parking for aircraft, and probably enough room for about 15-20 cars, possibly more if you walk about 1/4 mile. I do not have room for RV's (the 6 wheeled kind), the flying ones are welcome. Be advised that there is a NOTAM (or probably will be) that the field is for tailwheels only, per the airport owner. Our field has recently been opened for public use, for airport protection from a utillity company. I look forward to any and all who plan to fly in, Jack Phillips, You can buzz up here in your RV-4 so Mike C. won't have any excuse not to come down. Beer will be cold,(after the flying is done) The B.S. deep, and good times for all. The Date again is June 19, 2010, Location is OH71, Centerburg Ohio (25 miles North of Columbus), Fuel is available at Wynkoop Airport about 15 miles away, and he usually has the lowest price, he sells for about .20 over cost, at least that's what it was the past few years. Shad ________________________________________________________________________________
From: "Gary Boothe" <gboothe5(at)comcast.net>
Subject: weekend cowl work
Date: Apr 06, 2010
Rick, I like your 'louvers' in the nose! Gary Boothe Cool, CA Pietenpol WW Corvair Conversion Tail done, Fuselage on gear 18 ribs done From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Rick Holland Sent: Tuesday, April 06, 2010 9:53 AM Subject: Re: Pietenpol-List: weekend cowl work Nice Mike, like the rounded bottom, kind of like the original Model A cowling. I was lazy and made mine flat on the bottom like most CSCS builders. rick On Mon, Apr 5, 2010 at 6:34 PM, Michael Groah wrote: I just thought I'd post some pics of the work we got done on the cowl this past weekend. So far we just have the nose, top and bottom roughed in. We will get to the sides in time. We have masking tape on the intake and cooling scoops to keep from scratching them. We're no metal experts, but we should be able to hack a cowl out of this. Anyways, I just thought I'd share our progress. Mike Groah Tulare CA -- Rick Holland Castle Rock, Colorado "Logic is a wreath of pretty flowers, that smell bad" ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: Next steps or... HERE WE GO AGAIN!!!
Date: Apr 06, 2010
Excellent, Douwe! Shad is right, AC 43.13 will detail how the ribs should be repaired. I had one broken rib in my mishap and was able to repair it without removing the fabric (it helps to have worked for a company that made laparoscopic surgical instruments). If all the outboard ribs are borken you will probably have to remove the fabric, at least on that portion of the wing. That will make the actual rib repairs much easier. As Shad said, you can probably scarf the capstrips back together if they weren't splintered too badly and add 1/16" plywood gussets on either side of each rib. The lessons learned was very good. Very insightful and useful information based on real world experience. Thanks! Best of luck with the repairs. Let us know the date of the Wing Repair Party and if I can, I'll be there. Where are you located? Jack Phillips NX899JP Raleigh, NC -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Douwe Blumberg Sent: Tuesday, April 06, 2010 5:17 PM Subject: Pietenpol-List: Next steps or... HERE WE GO AGAIN!!! Okay, here goes... First of all, thank you guys from the bottom of my heart for your genuine letters of encouragement and sympathy. No feelings have been hurt, and I actually appreciate the "kick in the pants" approach. I spent the morning going over the damage. The end result is that I will absolutely rebuild her and plan on bringing her home this week to start. Won't be at Brodhead this year, maybe next? The main damage that I am a bit unsure of how to fix is to the left wing, outboard of the strut attach points. As it rolled, the leading edge was pushed down and cracked the leading edge ribs and the bottom of the ribs from the struts outward. The spars are fine and the leading edge is fine, just the ribs are crunched. Just ordered the FAA repair manual to see what it has to say, and any suggestions would be appreciated. Anybody up for a wing fixing party (Larry Williams, Gene??) other fixes: Fix, recover and repaint left wing fin leading edge cracked various brace cables busted wheels, axle and brakes shot wing tank dented rad dented replace prop some bulkhead damage in pilot leg holes


April 01, 2010 - April 06, 2010

Pietenpol-Archive.digest.vol-jb