Pietenpol-Archive.digest.vol-jb
April 01, 2010 - April 06, 2010
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pXZzHPy9on//2Q=
________________________________________________________________________________
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 |
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> |
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 |
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 |
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
________________________________________________________________________________
From: | "TOM STINEMETZE" <TOMS(at)mcpcity.com> |
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> |
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 |
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
________________________________________________________________________________
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> |
[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
________________________________________________________________________________
From: | "skellytown flyer" <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 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
________________________________________________________________________________
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 |
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
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________________________________________________________________________________
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"
________________________________________________________________________________
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"
________________________________________________________________________________
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
>
>
________________________________________________________________________________
From: | "skellytown flyer" <skellflyer1(at)yahoo.com> |
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
________________________________________________________________________________
From: | Tim Willis <timothywillis(at)earthlink.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 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> |
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
________________________________________________________________________________
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..."
________________________________________________________________________________
From: | "skellytown flyer" <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
________________________________________________________________________________
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
>
>
________________________________________________________________________________
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
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
________________________________________________________________________________
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... |
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
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target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
==========
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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:=======================
________________________________________________________________________________
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> |
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> |
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> |
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 |
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 |
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> |
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.
________________________________________________________________________________
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"
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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 |
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"
>
>
________________________________________________________________________________
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
________________________________________________________________________________
From: | shad bell <aviatorbell(at)yahoo.com> |
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 |
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.
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________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
From: | Jim <jimboyer(at)hughes.net> |
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"
________________________________________________________________________________
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"
________________________________________________________________________________
From: | shad bell <aviatorbell(at)yahoo.com> |
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
________________________________________________________________________________
From: | Jim <jimboyer(at)hughes.net> |
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"
________________________________________________________________________________
From: | Jim <jimboyer(at)hughes.net> |
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> |
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> |
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
________________________________________________________________________________
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> |
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> |
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
________________________________________________________________________________
From: | Jim <jimboyer(at)hughes.net> |
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
________________________________________________________________________________
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
>
>
________________________________________________________________________________
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> |
Okay, thanks!
Beautiful work.....
David Paule
>
> Those are fibered lock nuts, but not the final fit. The screws are SS Hex
> Head #6.
________________________________________________________________________________
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...:( |
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: | 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...:( |
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...:( |
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...:( |
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...:( |
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
>
>
>
________________________________________________________________________________
From: | shad bell <aviatorbell(at)yahoo.com> |
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
________________________________________________________________________________
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...:( |
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
________________________________________________________________________________
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
________________________________________________________________________________
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
>
>
>
________________________________________________________________________________
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...:( |
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
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________________________________________________________________________________
From: | Oscar Zuniga <taildrags(at)hotmail.com> |
Subject: | Douwe's piet...:( |
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...:( |
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
________________________________________________________________________________
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.
________________________________________________________________________________
From: | "dgaldrich" <dgaldrich(at)embarqmail.com> |
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> |
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...:( |
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> |
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...:( |
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
========================
============
========================
============
========================
============
========================
============
________________________________________________________________________________
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...:( |
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
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
From: | Lawrence Williams <lnawms(at)yahoo.com> |
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
________________________________________________________________________________
From: | Mike King <mikek120(at)mindspring.com> |
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
________________________________________________________________________________
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
>
>
________________________________________________________________________________
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> |
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.
________________________________________________________________________________
From: | Mike King <mikek120(at)mindspring.com> |
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
==========
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==========
http://forums.matronics.com
==========
le, List Admin.
="_blank">http://www.matronics.com/contribution
==========
________________________________________________________________________________
From: | "walt" <waltdak(at)verizon.net> |
Subject: | Re: Douwe's piet...:( |
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."
________________________________________________________________________________
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> |
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
________________________________________________________________________________
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.-
________________________________________________________________________________
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 |
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> |
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: | 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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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> |
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> |
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: | 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 |
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
>
>
________________________________________________________________________________
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.
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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"
________________________________________________________________________________
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 |
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"
________________________________________________________________________________
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
________________________________________________________________________________
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"
>
>
________________________________________________________________________________
From: | "skellytown flyer" <skellflyer1(at)yahoo.com> |
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> |
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> |
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
>
________________________________________________________________________________
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
________________________________________________________________________________
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!!! |
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: | 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
________________________________________________________________________________
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
>
________________________________________________________________________________
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!!! |
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 |
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"
>
>
>
________________________________________________________________________________
From: | bcolleran(at)comcast.net |
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
________________________________________________________________________________
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
>
> *
>
>
> *
________________________________________________________________________________
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 |
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 |
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 |
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!!! |
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