Pietenpol-Archive.digest.vol-lw

January 17, 2013 - Present



      http://forums.matronics.com/viewtopic.php?p=392523#392523
      
      
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From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 17, 2013
Subject: Re: Steel Parts
Ordering strip steel in 4130 is the easiest way to make most of the fittings and I believe ACS sells the various widths needed so you don't have to buy the sheets and have them sheared. It is a little more expensive that way but makes part making pretty easy. I wouldn't rely on anything ACS says is a 'kit' for anything but just go thru your plans carefully one night and note down in a few columns how many feet of the various widths and thicknesses you'll need and you'll come up with a more accurate accounting I believe of the metal needed to fabricate most of the Pietenpol fittings. Mike C. ________________________________________________________________________________
Date: Jan 17, 2013
From: George Abernathy <avionixoz(at)yahoo.com>
Subject: Re: Electrical Layout
Hi Jack,=0A=0AThis morning I realized that I didn't answer your question ab out the volt meter. =0A=0A=0AIt should have a fuse or circuit breaker. The buss bar and battery can supply more current than the voltmeter wires can t ake. This applies to all electrical things. If big wires connect to small =C2- wires, protect the small wires. =0A=0A=0AGeorge=0A=0A=0A=0A_________ _______________________=0A From: George Abernathy <avionixoz(at)yahoo.com>=0AT o: "pietenpol-list(at)matronics.com" =0ASent: T hursday, January 17, 2013 9:50 PM=0ASubject: Re: Pietenpol-List: Electrical Layout=0A =0A=0AHi Jack,=0A=0AA quick look at an old Cessna 150 manual mig ht be in order here. It probably has a similar generator setup.=0A=0AI bing ed and found this link =0A=0Awww.verticalpower.com/docs/Top_10_Wiring_Mista kes.pdf=0A=0A=0AI=0A drew up a schematic for the generator circuit showing the location of =0Athe charge discharge amp meter. Generators tend to be a little noisy and=0A shielded wire is the best thing to shut it up. An easy place to ground =0Athe shield is at the generator. Putting some "radio nois e" caps on the =0Agenerator output terminal=C2- and the field terminal of the regulator may =C2-=0A help. =0A=0AI just noticed that I forgot the s tarter switch on my diagram. No time to redraw it tonight. Sorry=0A=0AIf=0A you are using a firewall grounding point is important not to forget the=0A ground Strap to the engine. Alternators and=0A generators don't charge wit hout it. But the engine will start! The =0Acontrol cables metal primer and fuel lines will conduct enough current =0Ato start the engine. =0A=0AMake s ure that you use a continuous duty =0Abattery contactor. It should be hefty enough to conduct and interrupt =0Athe current from the starter contactor. =0A=0AWarning story time:=0A=0AWhen=0A I was a line vermin in the worlds s econd largest nuclear navy one of my=0A jobs was to observe while the 4360 engines were started. One hot day =0Awe=0A started the right engine as norm al and ran it for its every four day =0Aallotted time. We shut it down afte r starting the left engine up. The =0Amechanic "Budzo" was looking at the l eft engine. I heard a faint yell =0Afollowed by bodily harm threats from ou r squadron boxer. While putting =0Athe plugs in the Power recovery turbines the prop started to turn. Only =0Ahis reflexes prevented a TKO. =0A=0ATurn ed out that the starter contactor had engaged by itself! We moved=0A no swi tches. Turning off the battery=C2- master switch stopped the prop. =0A=0A We=0A put a sign on the aircraft doors and went to maintenance control to =0Araise a work order. The avionics guys showed up to work on something and =0A plugged our beat up old NC-5 power cart in. The prop spun. They arrived =0A =C2- before we could finish the paper work. =0A=0ALuckily the prop on ce again missed the cart cables and people. =0A=0AThe moral :=0A=0AProps=0A are dangerous and even if the engine doesn't start a spinning prop is =0Ar eally upsetting. Thinking about what could go wrong is not a bad idea. =0A =0ABut wait there's more it slices and dices. =0A=0AGenerators=0A depend on the voltage regulator to disconnect them from the battery. If=0A the isola tor contact in the regulator sticks it will become a motor. =0AUnlike alter nators they do not have diodes. =0A=0AThe procedure on =0Amost aircraft ( w arning this is very old memory sludge) is to start the =0Aengines and then turn on=0A the generators. Observing the charge discharge amp meter to make sure =0Athings are good. The regulator grounds the field. If it is not gro unded =0Athings don't work right. =0A=0AGeorge=0A=0A=0A=0A=0A=0A=0A________ ________________________=0A From: Jack <jack(at)textors.com>=0ATo: "pietenpol- list(at)matronics.com" =0ASent: Thursday, Janua ry 17, 2013 12:25 PM=0ASubject: Re: Pietenpol-List: Electrical Layout=0A =0A=0AGood ideas George, thanks. My T&B says 13.75v and .8 A. Also for the voltmeter does it connect between ground and bus bar with no fuse?=0AThanks for all the help!=0A=0ASent from my iPad=0AJack Textor=0A=0AOn Jan 16, 201 3, at 2:54 PM, George Abernathy wrote:=0A=0A=0AHello Jack,=0A>=0A>The wire sizes are ok. Larger is=C2- better for voltage drop . The main purpose of circuit breakers seems to be protecting the wire. Mos t aircraft radios and instruments die pretty quietly. =0A>=0A>The wire for the trim could be larger for ruggedness and=C2- for voltage drop. =0A>Mot ors pull a lot of current on when they start. Usually about 6 times the run ning current. That does not mean the circuit breaker or fuse needs to be 6 times the running current. Circuit breakers and fuses are made to support t he higher current=0A during motor start.=C2-=C2- =0A>=0A>Wire tends to be sized to fit the connectors on the various things. For instance the enco der will most likely have a sub =0A>D connector.=C2- 22 and 24 gauge=C2 - fit nicely in the solder cups or crimp pins. The newer radios have high density sub D=0A connectors and a 22 gauge is going to be difficult to fit . For power they sometimes supply a special pin that will accept a larger w ire. =0A>=0A>Power and ground wires need to be big enough for voltage drop =C2- and still fit in the connectors. The manufacturers of most aircraft stuff are pretty good at recommending the minimum wire sizes and circuit br eaker requirements. One place that can be problems is encoder power. The po wer switches in the older transponders weren't strong enough for the solid state encoders. They had or may still have a heater in them to stabilize th e altitude sensors. =0A>=0A>=0A>=0A>=0A>=0A>=0A>___________________________ _____=0A> From: Jack <jack(at)textors.com>=0A>To: pietenpol-list(at)matronics.com =0A>Sent: Wednesday, January 16, 2013 10:39 PM=0A>Subject: RE: Pietenpol-L ist: Electrical Layout=0A> =0A>=0A>Electrical Layout =0A>George thanks for the info! I googled=0Aflashing the field and may leave that to someone tha t knows more about itAlso=0Awhen you mention smaller breakers, sho uld the wire size be reduced, I think=0ABengalis stated that relationship? =0A>=C2-=0A>Jack Textor=0A>Des Moines, IA=0A>=C2-=0A>=0A>______________ __________________=0A> =0A>From:owner-pietenpol-list-server(at)matronics.com [ mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of George Abern athy=0A>Sent: Tuesday, January 15, 2013=0A9:29 PM=0A>To: pietenpol-list@mat ronics.com=0A>Subject: Re: Pietenpol-List:=0AElectrical Layout=0A>=C2-=0A >Hi there=0AJack,=0A>=0A>The transponder and encoder can run off the same b reaker max 5 amps. The turn=0Aand bank plus gauges could be a 5 amp breaker . Check your turn and bank and I=0Aexpect that it runs on about two amps. =0A>=0A>Ah a generator. Looks like it is wired correctly. A shield over its output lead=0Awould be good also. =0A>=0A>Shields are a thing known as a " faraday" shield. They usually work=0Abest grounded in only one place. The e ngine block is probably best. If current=0Aflows through them they tend to become ground loops. =0A>=0A>Don't forget to flash your field=0A>=0A>George =0A>=C2-=0A>=C2-=0A>=0A>________________________________=0A> =0A>From:J ack=0A=0A>To: pietenpol-list(at)matronics.com =0A>Sent: Wedn esday, January 16, 2013=0A11:56 AM=0A>Subject: Pietenpol-List:=0AElectrical Layout=0A>=C2-=0A>For=0Athosethatunderstandelectricalstuff please take a look=0Aat the attached sketch of my planned electrical system. I have not included the=0Amags.Please share any flaws or concernsbecause this is an ar ea=0AI know very little about. Years ago Iinstalledacigarette=0Alighter in my boat, it only worked when the spot light was on and I burned my=0Anose t esting it!=C2- Not sure on theammeter hookup. Also=0Awould appreciate inp ut for installing a voltmeter instead of the amp gauge.=0A>Thanks!=0A>Jack =0A><<...>> =0A>Jack Textor=0A>Des Moines, IA=0A>=C2-=0A>=C2-=0A>=C2- =0A>http://www.matronics.com/Navigator?Pietenpol-List=0A>http://forums.matr onics.com=0A>http://www.matronics.com/contribution=0A>=C2-=0A>http://www. matro==================== =0A>=0A> =0A>======================= =============0A>http://www.matronics.com/Navigator? Pietenpol-List=0A=================== =================0Acs.com=0A===== ======0Amatronics.com/contribution=0A========= = =0A<="http://www.matronics.com/Navigator?Pietenpol-List">http://www.m atronicsfollow" target="_blank" href="http://forums.matronics.com/">htt p://foru========== ________________________________________________________________________________
Subject: Re: Model A with carb heat box
From: "BYD" <billsayre(at)ymail.com>
Date: Jan 17, 2013
Although I fabricated a carb-heat system for my Model-A engine, I have not operated it at high RPM enough to answer your question. What I have experienced at low to mid-range RPMs was slight to no RPM change. Ive been planning on using a remote laser-thermometer to check temps at the muff, air duct and carburetor throat to see what the temperature changes might be. Gene I hadnt heard about the air filter restriction before and will have to play with that also when I get back to the project. Thanks! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392532#392532 Attachments: http://forums.matronics.com//files/p6080010_180.jpg ________________________________________________________________________________
Subject: Re: Steel Parts
From: "aerocarjake" <flight.jake(at)gmail.com>
Date: Jan 17, 2013
Yes, the famous Pietenpol kit arrives as a big crate in your driveway..... The crate is EMPTY so you make the airplane out of the crate itself....(ha!) -------- Jake Schultz - curator, Newport Way Air Museum (OK, it's just my home) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392533#392533 ________________________________________________________________________________
Subject: Re: Steel Parts
From: "Bill Church" <billspiet(at)sympatico.ca>
Date: Jan 17, 2013
I believe ACS has a disclaimer at the bottom of their pages warning that the "kits" are based on lists provided to them by others. Because the "kit" lists different thicknesses than are found on the Pietenpol plans, I wonder if the list might actually be based on the Grega GN-1 plans, which has different metalwork than the Air Camper. I would recommend that you spend some time going through your plans and do your own calculations of what you will need. And, as Mike suggested, consider buying pre-sheared strips, unless you have access to a metal shear. In fact, I would recommend that you calculate your own list of materials for the wood as well. For instance, the plywood kit lists more than 7 full sheets of plywood; there simply isn't that much plywood in a Piet. Finally, you may want to hold off on making all of the metal fittings ahead of time. Some fittings will need to be made to suit the woodwork that you build. Because these are plans-built wooden aircraft, no two will be exactly the same. And slight differences in woodwork can and will result in certain metal parts being required to be made to fit. The difference might only be something like a hole location shifting 1/16" or even 1/32", but that variance can mean the difference between a part that fits, and one that doesn't. Of course, most builders end up making a lot of fittings more than once. Consider it to be a part of the learning process. Bill C. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392534#392534 ________________________________________________________________________________
Date: Jan 17, 2013
From: Dave Millikan <n11dmx(at)yahoo.com>
Subject: Re: Steel Parts
Bernie didn't have ACS..Try Lowes for sheet steel, cheaper, no shipping. J-3s were built from 1020 steel. for years -NX1QS.. Dave millikan..FLA --- On Thu, 1/17/13, Bill Church wrote: From: Bill Church <billspiet(at)sympatico.ca> Subject: Pietenpol-List: Re: Steel Parts Date: Thursday, January 17, 2013, 10:44 PM > I believe ACS has a disclaimer at the bottom of their pages warning that th e "kits" are based on lists provided to them by others.- Because the "kit " lists different thicknesses than are found on the Pietenpol plans, I wond er if the list might actually be based on the Grega GN-1 plans, which has d ifferent metalwork than the Air Camper.- I would recommend that you spend some time going through your plans and do your own calculations of what yo u will need.- And, as Mike suggested, consider buying pre-sheared strips, unless you have access to a metal shear. In fact, I would recommend that you calculate your own list of materials fo r the wood as well.- For instance, the plywood kit lists more than 7 full sheets of plywood; there simply isn't that much plywood in a Piet. Finally, you may want to hold off on making all of the metal fittings ahead of time.- Some fittings will need to be made to suit the woodwork that y ou build.- Because these are plans-built wooden aircraft, no two will be exactly the same.- And slight differences in woodwork can and will result in certain metal parts being required to be made to fit.- The difference might only be something like a hole location shifting 1/16" or even 1/32", but that variance can mean the difference between a part that fits, and on e that doesn't.- Of course, most builders end up making a lot of fittings more than once.- Consider it to be a part of the learning process. Bill C. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392534#392534 le, List Admin. ________________________________________________________________________________
Subject: Re: Steel Parts
From: "aerocarjake" <flight.jake(at)gmail.com>
Date: Jan 17, 2013
Yes, the famous Pietenpol kit arrives as a big crate in your driveway..... The crate is EMPTY so you make the airplane out of the crate itself....(ha!) -------- Jake Schultz - curator, Newport Way Air Museum (OK, it's just my home) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392557#392557 ________________________________________________________________________________
From: "Greg Cardinal" <gcardinal(at)comcast.net>
Subject: Re: Steel Parts
Date: Jan 17, 2013
Listen to the wisdom of Mike Cuy and Bill Church. Spend the time going through the plans and make up your own list. Also, don't forget to go to www.westcoastpiet.com where you will find a handy steel thickness gage-to-decimal conversion chart. Greg Cardinal Minneapolis ----- Original Message ----- From: "Harvey Plummer" <plummerharvey(at)yahoo.com> Sent: Thursday, January 17, 2013 2:48 PM Subject: Pietenpol-List: Steel Parts > > > I purchase a set of Pietenpol plans. I thought I would spend some winter > days making steel parts. I noticed that Aircraft Spruce has a Steel Kit > for the Piet. It includes .063", .090" and .125" thick 4130 sheets. When > studying the plans I see parts made of .030", .060", .075" and .090" thick > material. Can all parts be made using the ACS kit? > > Thanks. > > Harv > > -------- > Harv, 485PB > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=392523#392523 > > > ________________________________________________________________________________
From: Dan Yocum <yocum137(at)gmail.com>
Subject: Re: Model A with carb heat box
Date: Jan 18, 2013
Doesn't the RPM go to zero when you turn off the carb heat on a Model A? :o) Dan -- Dan Yocum yocum137(at)gmail.com On Jan 16, 2013, at 7:25 AM, helspersew(at)aol.com wrote: > Does anyone have data or anecdotal information on how much extra RPM one g ets by shutting off the "perpetual" carburetor heated air on a model A? > > Dan Helsper > Puryear, TN > ________________________________________________________________________________
Subject: Re: Model A with carb heat box
From: helspersew(at)aol.com
Date: Jan 18, 2013
I have a special gauge on my engine that indicates when I can turn off the carb heat.......when the condensation finally dries-up....stops slinging-of f the induction and hitting me in the face! BTW I knew you were still "here " D.Y. I could feel it :O) Dan Helsper Puryear, TN -----Original Message----- From: Dan Yocum <yocum137(at)gmail.com> Sent: Fri, Jan 18, 2013 6:48 am Subject: Re: Pietenpol-List: Model A with carb heat box Doesn't the RPM go to zero when you turn off the carb heat on a Model A? :o) Dan -- Dan Yocum yocum137(at)gmail.com On Jan 16, 2013, at 7:25 AM, helspersew(at)aol.com wrote: Does anyone have data or anecdotal information on how much extra RPM one ge ts by shutting off the "perpetual" carburetor heated air on a model A? Dan Helsper Puryear, TN 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D ________________________________________________________________________________
From: "Douwe Blumberg" <douweblumberg(at)earthlink.net>
Subject: a hardware store steel rant...
Date: Jan 18, 2013
OK, add me to the Pedant-arist list. here goes. PLEASE Do NOT spend all those years building a scratch-built plane that you want to last for a lifetime, fly yourself and others around many thousands of feet above the very hard earth and try to save a VERY few bucks by using steel found at Lowe's, Home Depot, Ace or any other hardware store. Do not do the above and try to save a VERY few bucks by using wood that isn't up to snuff. Do not do the above and try to save a VERY few bucks by using hardware store cable. Or shackles. Or turnbuckles. Do NOT substitute anything that has to do with strength and safety to save a few bucks. We have discussed this many times over the years and the actual savings in buying cheaper metal and wood is insignificant!!!!!!!!!!! Don't do it!!!!!! What in the world is the point!!!!!! Trust me, ALL these decisions take on a WHOLE new meaning when your dreams turn to reality and you're flying a friend's kid and get knocked around in some wicked turbulence.. That hundred buck savings pales in significance REAL QUICK!!!!! IT'S MEANINGLESS!!!!!!! I'm the last guy on earth to swallow that "only aircraft certified" line, BUT use common sense people and don't get so carried away with "Pietenpol scavenger" syndrome and saving a dime here and there that you loose sight of the big picture. This advice is actually worth a lot MORE than my usual $.02 charge. Douwe ________________________________________________________________________________
From: Gerry Holland <gholland@content-stream.co.uk>
Subject: Re: a hardware store steel rant...
Date: Jan 18, 2013
HEAR, HEAR!!!!!! In fairness it's not just Pietenpol's. I've been in the company of $100K RV Builders whinging over the price of item at $2.00 that is needed! Thanks Douwe for a fair input. Gerry ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 18, 2013
Subject: using inferior anything or cutting corners----just fly
alone then Great post Douwe. I think it is fine if you want to cut corners on your hardware, glue, materials, and engine rebuild IF you are building a ONE seater but if you even think about giving a ride you're being pretty arrogant and irresponsible to use crappy materials or cut any corners in building whatever homebuilt airplane you're building. Enough bad things can happen even if you use the best of everything....in clear, perfect VFR weather no less. Mike C. ________________________________________________________________________________
From: "C N Campbell" <cncampbell(at)windstream.net>
Subject: Re: Steel Parts
Date: Jan 18, 2013
Harvey, I'm not a purist. I made all my steel parts from 0.090 4130 steel. If you use just one gauge, it is much easier to determine the length bolt to order/use. I didn't use the thin material and form them into aerodynamic shape and then weld -- I used .090 material for all the control horns mainly because I can't weld and the aircraft welder I am using charges $50 per hour. Might be just a bit heavier than the welded ones, but I'm using a larger engine so can stand a little more weight. My $0.02. Chuck ----- Original Message ----- From: "Harvey Plummer" <plummerharvey(at)yahoo.com> Sent: Thursday, January 17, 2013 3:48 PM Subject: Pietenpol-List: Steel Parts > > > I purchase a set of Pietenpol plans. I thought I would spend some winter > days making steel parts. I noticed that Aircraft Spruce has a Steel Kit > for the Piet. It includes .063", .090" and .125" thick 4130 sheets. When > studying the plans I see parts made of .030", .060", .075" and .090" thick > material. Can all parts be made using the ACS kit? > > Thanks. > > Harv > > -------- > Harv, 485PB > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=392523#392523 > > > ________________________________________________________________________________
From: "Dortch, Steven D MAJ MIL USA NGB" <steven.d.dortch(at)us.army.mil>
Date: Jan 18, 2013
Subject: Re: using inferior anything or cutting corners----just
fly alone then I saw a Piet at a little fly in. The guy had cut a lot of corners to build quicker. He had some rough looking welds. He did not round off some of the wood, lots of square corners. He did not sand very much, if at all. He used latex paint.... Very minimalist. BUT he spent the money to get aircraft grade materiels and things like the rough looking welds did look like they were strong and the wood was properly done, just not pretty. He also maintained that the difference in cost between cheap materiels and aircraft grade was just a small percentage of the final cost. His goal was to put togather a good, safe flying Piet and he did not care about looks. He flew it in and out of the fly-in and others said he was a good aviator and had built some other good homebuilts. Blue Skies, Steve D ----- Original Message ----- From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov> Date: Friday, January 18, 2013 8:44 Subject: Pietenpol-List: using inferior anything or cutting corners----just fly alone then > RXD0)[Vantage Partners, LLC]" < > > Great post Douwe. I think it is fine if you want to cut corners on your hardware, glue, materials, and engine > rebuild IF you are building a ONE seater but if you even think about giving a ride you're being pretty arrogant > and irresponsible to use crappy materials or cut any corners in building whatever homebuilt airplane you're building. > Enough bad things can happen even if you use the best of everything....in clear, perfect VFR weather no less. > > Mike C. > > > > > > > ________________________________________________________________________________
From: "C N Campbell" <cncampbell(at)windstream.net>
Subject: Re: using inferior anything or cutting corners----just
fly alone then
Date: Jan 18, 2013
Steve, I agree with you. I will not have the prettiest, fanciest, most-sanded, contest-quality, Piet around. It will have pretty and STRONG welds (they are all done by an aircraft welder using his very expensive TIG machine). I did use some Douglas fir and some Poplar (neither bought at ACS) but I was talked into replacing my Douglas fir spars with VERY EXPENSIVE spruce wood from ACS. All my hardware is AN stuff from ACS. It will not be the prettiest airplane around but I won't hesitate to put my grandkids (or great grandkids) in the front seat and ride around in VFR weather. Chuck ----- Original Message ----- From: "Dortch, Steven D MAJ MIL USA NGB" <steven.d.dortch(at)us.army.mil> Sent: Friday, January 18, 2013 10:10 AM Subject: Re: Pietenpol-List: using inferior anything or cutting corners----just fly alone then > > > I saw a Piet at a little fly in. The guy had cut a lot of corners to build > quicker. He had some rough looking welds. He did not round off some of the > wood, lots of square corners. He did not sand very much, if at all. He > used latex paint.... Very minimalist. BUT he spent the money to get > aircraft grade materiels and things like the rough looking welds did look > like they were strong and the wood was properly done, just not pretty. He > also maintained that the difference in cost between cheap materiels and > aircraft grade was just a small percentage of the final cost. > > His goal was to put togather a good, safe flying Piet and he did not care > about looks. He flew it in and out of the fly-in and others said he was a > good aviator and had built some other good homebuilts. > > Blue Skies, > Steve D > > ----- Original Message ----- > From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" > > Date: Friday, January 18, 2013 8:44 > Subject: Pietenpol-List: using inferior anything or cutting > corners----just fly alone then > To: "pietenpol-list(at)matronics.com" > > >> RXD0)[Vantage Partners, LLC]" < >> >> Great post Douwe. I think it is fine if you want to cut corners on your >> hardware, glue, materials, and engine >> rebuild IF you are building a ONE seater but if you even think about >> giving a ride you're being pretty arrogant >> and irresponsible to use crappy materials or cut any corners in building >> whatever homebuilt airplane you're building. >> Enough bad things can happen even if you use the best of everything....in >> clear, perfect VFR weather no less. >> >> Mike C. >> >> >> >> >> >> >> > > > ________________________________________________________________________________
Subject: Re: using inferior anything or cutting corners----just
fly alon
From: "Bill Church" <billspiet(at)sympatico.ca>
Date: Jan 18, 2013
Making things "pretty" usually doesn't add to the cost, but it usually does take more time (and patience). As for good wood being expensive, keep in mind that everything is relative. In the overall scheme of things, the cost of wood will not be one of the biggest cost items in the finished aircraft. If you will be renting a hangar to house your finished aircraft, you'll most likely spend more on hangar rent in the first year than you will spend on all of the wood in the whole plane. Because I enjoy doing woodworking, I purchased rough-sawn Sitka planks, and milled my own component parts. My first plank was $8 per board foot, and was used to build my ribs and tail. I had to cut around a few areas that were sub-standard, and some of the wood became kindling. My second plank was much pricier, at $18 per board foot, but the wood was PERFECT. 20 feet long, with grain running straight as an arrow for the entire length. The only waste was the thickness of the saw blade. If I had it to do over again, I would only buy the more expensive wood. The overall cost difference would only be maybe three hundred dollars. As is usually the case, you get what you pay for. Bill C. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392595#392595 ________________________________________________________________________________
Date: Jan 18, 2013
From: George Abernathy <avionixoz(at)yahoo.com>
Subject: Re: a hardware store steel rant...
Hallelulya, Amen!=0A=0A=0A=0A=0A________________________________=0A From: D ouwe Blumberg =0ATo: pietenpolgroup =0ASent: Saturday, January 19, 2013 1:19 AM=0ASubject: Pietenpol-List: a hardware store steel rant...=0A =0A=0A =0AOK, add me to the Pedant-arist list here goes=0A=C2-=0APLEASE Do NOT spend all those years building a scratch-built=0Aplane that you want to las t for a lifetime, fly yourself and others around many=0Athousands of feet a bove the very hard earth and try to save a VERY few bucks by=0Ausing steel found at Lowe=99s, Home Depot, Ace or any other hardware=0Astore.=C2 - =0A=C2-=0ADo not do the above and try to save a VERY few bucks by=0Au sing wood that isn=99t up to snuff.=0A=C2-=0ADo not do the above an d try to save a VERY few bucks by=0Ausing hardware store cable.=C2- Or sh ackles.=C2- Or turnbuckles.=0A=C2-=0ADo NOT substitute anything that ha s to do with strength and=0Asafety to save a few bucks.=C2- We have discu ssed this many times over the=0Ayears and the actual savings in buying chea per metal and wood is insignificant!!!!!!!!!!!=C2- Don=99t do it!!! !!! What in the world is=0Athe point!!!!!!=0A=C2-=0ATrust me, ALL these d ecisions take on a WHOLE new meaning=0Awhen your dreams turn to reality and you=99re flying a friend=99s kid and=0Aget knocked around in s ome wicked turbulence.=C2-=C2- That hundred=0Abuck savings pal es in significance REAL QUICK!!!!!=C2- IT=99S=0AMEANINGLESS!!!!!!! =0A=C2-=0AI=99m the last guy on earth to swallow that =9Conly =0Aaircraft certified=9D line, BUT use common sense people and don =99t get=0Aso carried away with =9CPietenpol scavenger=9D sy ndrome and saving a=0Adime here and there that you loose sight of the big p icture.=0A=C2-=0AThis advice is actually worth a lot MORE than my usual $ === ________________________________________________________________________________
From: Kip and Beth Gardner <kipandbeth(at)earthlink.net>
Subject: Re: a hardware store steel rant...
Date: Jan 18, 2013
I couldn't agree more with Douwe. When I first saw the post about using Lowe's steel, and the justification, I had a shiver - the ghost of The Fisherman is at large. Kip Gardner On Jan 18, 2013, at 4:15 PM, George Abernathy wrote: > Hallelulya, Amen! > > > From: Douwe Blumberg <douweblumberg(at)earthlink.net> > To: pietenpolgroup > Sent: Saturday, January 19, 2013 1:19 AM > Subject: Pietenpol-List: a hardware store steel rant... > > OK, add me to the Pedant-arist list=85 here goes=85 > > PLEASE Do NOT spend all those years building a scratch-built plane > that you want to last for a lifetime, fly yourself and others around > many thousands of feet above the very hard earth and try to save a > VERY few bucks by using steel found at Lowe=92s, Home Depot, Ace or > any other hardware store. > > Do not do the above and try to save a VERY few bucks by using wood > that isn=92t up to snuff. > > Do not do the above and try to save a VERY few bucks by using > hardware store cable. Or shackles. Or turnbuckles. > > Do NOT substitute anything that has to do with strength and safety > to save a few bucks. We have discussed this many times over the > years and the actual savings in buying cheaper metal and wood is > insignificant!!!!!!!!!!! Don=92t do it!!!!!! What in the world is the > point!!!!!! > > Trust me, ALL these decisions take on a WHOLE new meaning when your > dreams turn to reality and you=92re flying a friend=92s kid and get > knocked around in some wicked turbulence=85. That hundred buck > savings pales in significance REAL QUICK!!!!! IT=92S MEANINGLESS!!!!!!! > > I=92m the last guy on earth to swallow that =93only aircraft certified=94 > line, BUT use common sense people and don=92t get so carried away with > =93Pietenpol scavenger=94 syndrome and saving a dime here and there that > you loose sight of the big picture. > > This advice is actually worth a lot MORE than my usual $.02 charge. > > Douwe > > ________________________________________________________________________________
Date: Jan 18, 2013
From: Dave Millikan <n11dmx(at)yahoo.com>
Subject: Re: a hardware store steel rant...
I apologise if 've misled any one. My Piet has 4130 steel tubing=C2- fuselage, wing ftgsnad wing struts I will cease my structrural comments, I have used commonn steel around the landing gear, and in critical areas have doubled the thickness. I have reworked the fuse warren truss=C2-to reflect William Wynnes recommend the wing moving afta couple of inches. For instance , I first opted for piano=C2- higes for the ailerons after further review , the piano hinges would requie addition metal strips because all the screws would be in line. I went to Ace hadware and bot common screen door hinges which spread the lad across the spar--- : I must confess I am an engineer and flew model airplanes with Neil Armstron g Pls don't let me lead you =C2-a stray, ...follow the plans if you are on your own=C2- Ex KB-29P tanker pilot.. still alive Best NX1QZ in Fla From: Kip and Beth Gardner <kipandbeth(at)earthlink.net> Subject: Re: Pietenpol-List: a hardware store steel rant... Date: Friday, January 18, 2013, 9:59 PM I couldn't agree more with Douwe. =C2-When I first saw the post about usi ng Lowe's steel, and the justification, I had a shiver - the ghost of The F isherman is at large. Kip Gardner On Jan 18, 2013, at 4:15 PM, George Abernathy wrote: Hallelulya, Amen! From: Douwe Blumberg <douweblumberg(at)earthlink.net> Sent: Saturday, January 19, 2013 1:19 AM Subject: Pietenpol-List: a hardware store steel rant... OK, add me to the Pedant-arist list here goes =C2- PLEASE Do NOT spend all those years building a scratch-built plane that you want to last for a lifetime, fly yourself and others around many thousands of feet above the very hard earth and try to save a VERY few bucks by usin g steel found at Lowe=99s, Home Depot, Ace or any other hardware stor e.=C2- =C2- Do not do the above and try to save a VERY few bucks by using wood that isn =99t up to snuff. =C2- Do not do the above and try to save a VERY few bucks by using hardware stor e cable.=C2- Or shackles.=C2- Or turnbuckles. =C2- Do NOT substitute anything that has to do with strength and safety to save a few bucks.=C2- We have discussed this many times over the years and the actual savings in buying cheaper metal and wood is insignificant!!!!!!!!!! !=C2- Don=99t do it!!!!!! What in the world is the point!!!!!! =C2- Trust me, ALL these decisions take on a WHOLE new meaning when your dreams turn to reality and you=99re flying a friend=99s kid and get kn ocked around in some wicked turbulence.=C2-=C2- That hundred b uck savings pales in significance REAL QUICK!!!!!=C2- IT=99S MEANIN GLESS!!!!!!! =C2- I=99m the last guy on earth to swallow that =9Conly aircraft ce rtified=9D line, BUT use common sense people and don=99t get so carried away with =9CPietenpol scavenger=9D syndrome and savin g a dime here and there that you loose sight of the big picture. =C2- This advice is actually worth a lot MORE than my usual $.02 charge. =C2- Douwe href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.matro nics.com/Navigator?Pietenpol-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/con tribution ________________________________________________________________________________
From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: Model A with carb heat box
Date: Jan 18, 2013
I found out that the standard Aeronca heat muff and exhaust stacks (for the A65 and A75) didn't produce much temperature rise at all when carb heat wa s applied. The air pretty much shoots right past the stacks into the air b ox with the standard setup. I had a flat steel plate added in the "Y" of t he exhaust stacks where the muff goes=2C that forces the air to go around t he pipes and the heated plate=2C and now I get a nice temperature rise and a noticeable RPM drop on application of carb heat. Don't ask me how I know=2C but carb heat is a must on these setups. Oscar ZunigaMedford=2C ORAir Camper NX41CC "Scout"A75 power ________________________________________________________________________________
Subject: Re: a hardware store steel rant...
From: "tools" <n0kkj(at)yahoo.com>
Date: Jan 18, 2013
Hey Dave, You contradicted yourself by saying "follow the plans..." in that you're giving structural advice there, which calls for 1020 steel like you mentioned, and you saw how well that went over! :) Don't sweat it, they get a little jumpy around here when you "don't follow the plans", well, except how THEY didn't... We're all selectively compliant. Not many steel fuselages out there and it seems you built your own, lots of guys here would love to know more about that, and they won't assume you're using Lowe's hardware for the motor mounts... Tools PS Thanks for your service. Did you fly control line planes with Armstrong? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392625#392625 ________________________________________________________________________________
Subject: About an old and dear friend
From: "bonesona1a" <bunknbad(at)yahoo.com>
Date: Jan 19, 2013
Hi folks... Hope you don't mind my adding a note off subject of Piets...we lost a valuable friend to all, and a dear friend to some of us, this past week. Fred Cabanas. http://www.aopa.org/aircraft/articles/2013/130116remembering-fred-cabanas.html?CMP=News%3AS3RM#ooid=A3c21oODpjfNA0ntEM-mdHb7CM7HsrjA http://www.aopa.org/aircraft/articles/2013/130116remembering-fred-cabanas.html?CMP=News%3AS3RM#ooid=A3c21oODpjfNA0ntEM-mdHb7CM7HsrjA Thanks Davy Jones N428DJ -------- I was the Deacon in Nam....now I am the hopeful of pietenpol build Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392630#392630 ________________________________________________________________________________
From: Doug Dever <chiefpepperhead(at)hotmail.com>
Subject: Re: dzus , camlock, or southco
Date: Jan 19, 2013
Having spent most of my flying in the Canadian bush I tend to agree. Unles s weight/performance is an issue you can never have too much fuel. Nice to have choices. I never take off on a cross country with anything but full tanks. I landed once with 30min of fuel left and both guages were pegged o n empty. NOT a comfortable feeling. Doug Dever In beautiful Stow Ohio > Subject: Pietenpol-List: Re: dzus =2C camlock=2C or southco > From: Scott.liefeld(at)lacity.org > Date: Tue=2C 15 Jan 2013 07:07:31 -0800 > To: pietenpol-list(at)matronics.com > ity.org> > > I can carry 22.5 gallons. I find it nice that I have a choice to carry th e extra gallons if needed. Sometime while making long cross countries there is no fuel available even though there is a place to land and stretch for awhile. Like between San Diego and Yuma. Worse yet=2C Yuma to Casa Grande. Very long legs. It is also nice that I can fly out 1.5 hours=2C have breakf ast and return home without refueling. You can always carry less fuel if yo u don't need it for the flight=2C but it is nice to have the choice. I have a 10 gallon nose tank and 12.5 in the center section. > > My 3 cents=2C > > -------- > Scott Liefeld > Flying N11MS since March 1972 > Steel Tube > C-85-12 > Wire Wheels > Brodhead in 1996 > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=392343#392343 > > > > > > > =========== =========== =========== =========== > > > ________________________________________________________________________________
Subject: Al Schaus Propeller for Model A Ford
From: "dwilson" <marwilson(at)charter.net>
Date: Jan 19, 2013
Did some prop balancing with Vi Kapler this morning. Vi is looking for a Model A Ford prop carved by Al Schaus. He wants to copy the prop with his prop carver. You can reach Vi at 507-288-3322. He also has four sets of tail hinges. When these are gone, they are gone. He will not be casting any more hinges. Dan Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392646#392646 ________________________________________________________________________________
Date: Jan 19, 2013
From: Dave Millikan <n11dmx(at)yahoo.com>
Subject: Re: a hardware store steel rant...
Yes control line.. forgot to mention we both graduated from Purdue U. All my fasteners are AN, plus all the wing connections are 4130 My first homebuilt was a Starduster Too which is getting in the way at my hangar, My 2nd was a GeeBee pedal plane for my grandson who is graduating from high school in June I am-about to carve my own 60/32 prop At almost 84, we've gotta have fun Dave --- On Sat, 1/19/13, tools wrote: From: tools <n0kkj(at)yahoo.com> Subject: Pietenpol-List: Re: a hardware store steel rant... Date: Saturday, January 19, 2013, 5:14 AM Hey Dave, You contradicted yourself by saying "follow the plans..." in that you're gi ving structural advice there, which calls for 1020 steel like you mentioned , and you saw how well that went over!- :) Don't sweat it, they get a little jumpy around here when you "don't follow the plans", well, except how THEY didn't...- We're all selectively compli ant. Not many steel fuselages out there and it seems you built your own, lots of guys here would love to know more about that, and they won't assume you're using Lowe's hardware for the motor mounts... Tools PS Thanks for your service.- Did you fly control line planes with Armstro ng? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392625#392625 le, List Admin. ________________________________________________________________________________
Subject: Re: a hardware store steel rant...
From: "tools" <n0kkj(at)yahoo.com>
Date: Jan 19, 2013
Just how "in the way" is that Starduster Too? I mean, if you're having a storage problem... Of course, not really going to believe you until I see a picture, just sayin. I figured you had to fly control line given the time frame and all. I'm about to start on a George Aldrich Nobler. I'll scratch build it from the 1952 plans so it'll be Old Time and Vintage legal. I still prefer the control line flying over radio control. So, the Piet and Starduster are one thing, but did you use AN hardware in the Gee Bee? It IS a racer after all, and probably took a lot more abuse at the hands of a grandkid imagining he's Doolittle than our little Piets will ever see! I've got plans for a Spad (ala Rickenbacker) for my son... who just started college. Uh, maybe I'll have it done for HIS kids! Cheers, Tools (old Navy tanker pilot) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392663#392663 ________________________________________________________________________________
Subject: Re: a hardware store steel rant...
From: "jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: Jan 19, 2013
Just a question- What did BHP use? -------- Semper Fi, Terry Hand Athens, GA Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392671#392671 ________________________________________________________________________________
Subject: Re: a hardware store steel rant...
From: "jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: Jan 19, 2013
I forgot to add- Tools, nice comments. Dave, It sounds you have decades of experience in airplane construction and know how to make good choices. I would be happy to talk with you about your steel tube fuselage. Either online or offline. This is a good resource for Pietenpols in general, but. as Tools said, not too many steel tube fuselages in the group. I have a steel tube fuselage I purchased about a year ago, and I have many questions that you, or pictures of your Pietenpol might answer. Let me know the easiest way to get with you. Also, thank you for your service, but don't let Tools fool you. Not only is he an 'old tanker pilot', but he did it in "Hoovers"! For any non-Naval Aviation types, that is the S-3. Listen to one start up and you know why they are called "Hoovers". -------- Semper Fi, Terry Hand Athens, GA Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392673#392673 ________________________________________________________________________________
Subject: Re: Model A with carb heat box
From: "taildrags" <taildrags(at)hotmail.com>
Date: Jan 19, 2013
By the way, and I know that the question and post have to do with the Model A, but if anyone is interested- I have some pix of the "hot plate" modification that I made to the standard Aeronca heat muff on my Continental, here: http://www.flysquirrel.net/piets/engine/carbheat.html -------- Oscar Zuniga Medford, OR Air Camper NX41CC "Scout" A75 power Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392679#392679 ________________________________________________________________________________
Subject: NX151SM
From: "K5YAC" <hangar10(at)cox.net>
Date: Jan 19, 2013
This afternoon, Tyler an I were driving home from the gun range and we were near the Skiatook airport in Skiatook, Oklahoma. Suddenly, a red and white Air Camper comes climbing over the tree tops. I recognized it as my friend and fellow EAA 10 member, Ken Gates... so we boogie over to the airport to take a few photos. Ken gave me a little background on the airplane and I thought some of you might be able to tell us a bit more about it or the builder... especially you fellas from Ohio. The builder was a fellow by the name of Marvin Grout of New Carlisle, Ohio. A/W date was 10/22/99. I don't know Marvin, but some of you may like to know that it is still flying, and has a really nice running Corvair. Ken has it listed for sale, but told me today that he may be having second thoughts. I tried to post this to the Pietenpol group on Facebook, but for some reason it would not allow me to post once I uploaded an image... anyone have an idea why that might be? -------- Mark Chouinard Wings, Center Section and Empannage and Fuse framed up - Working on Landing Gear Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392683#392683 Attachments: http://forums.matronics.com//files/dsc04160_202.jpg http://forums.matronics.com//files/dsc04163_160.jpg http://forums.matronics.com//files/dsc04139_179.jpg ________________________________________________________________________________
Date: Jan 20, 2013
Subject: Cross wind component
From: Rod Wooller <rodwooller(at)gmail.com>
My test pilot asked me what the maximum cross wind component is for a Pietenpol. I had no idea, can anyone help out with this? Thanks, Rod Wooller ________________________________________________________________________________
Date: Jan 19, 2013
From: shad bell <aviatorbell(at)yahoo.com>
Subject: Re: Cross wind component
I've done about 25-30mph, but not by choice (had to go to the proctologist to get the seat cusion removed).- Keep it under 5-10mph for the test flyi ng, early morning or in the evening.--OURS will stay under control if y ou keep the speed up, but they are all a little different from one piet to the next.- Ground angle, landing gear width, type, C/G, type of tailwheel , and on and on.- Hope this helps.- Just be on the conservitive side un till you really get to know the airplane. - Shad --- On Sat, 1/19/13, Rod Wooller wrote: From: Rod Wooller <rodwooller(at)gmail.com> Subject: Pietenpol-List: Cross wind component Date: Saturday, January 19, 2013, 11:49 PM My test pilot asked me what the maximum cross wind component is for a Piete npol. I had no idea, can anyone help out with this? Thanks, Rod Wooller ________________________________________________________________________________
From: "Dortch, Steven D MAJ MIL USA NGB" <steven.d.dortch(at)us.army.mil>
Date: Jan 20, 2013
Subject: Re: a hardware store steel rant...
"We're all selectively compliant." Reminds me of Historical Reenactors. Some will show up in new levis, Cowboy boots,and a mobetta shirt and say they are reenacting being a cowboy on the trail. Others will brag about having the right stitching on the button holes on their drop seat long johns. The best are somewhere in the middle. Blue Skies, Steve D ----- Original Message ----- From: tools <n0kkj(at)yahoo.com> Date: Friday, January 18, 2013 23:20 Subject: Pietenpol-List: Re: a hardware store steel rant... > > Hey Dave, > > You contradicted yourself by saying "follow the plans..." in that you're giving structural advice there, which calls for 1020 steel > like you mentioned, and you saw how well that went over! :) > > Don't sweat it, they get a little jumpy around here when you "don't > follow the plans", well, except how THEY didn't... We're all > selectively compliant. > > Not many steel fuselages out there and it seems you built your own, > lots of guys here would love to know more about that, and they > won't assume you're using Lowe's hardware for the motor mounts... > > Tools > > PS Thanks for your service. Did you fly control line planes with > Armstrong? > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=392625#392625 > > > > > > > > > > ________________________________________________________________________________
Subject: Wanted - 6" Northrop Wheels
From: "Mr. Craig" <acwelder(at)cableone.net>
Date: Jan 20, 2013
Looking for a pair of the old plane Jane 6" Northrop wheels Bernard Pietenpol sold with his Pietenpol kits. Same as what is on N13691 Thanks Craig http://www.pacificflyer.com/wp-content/uploads/2011/05/Mn-45-1-Pietenpol.jpg http://www.airport-data.com/images/aircraft/large/000/062/062118.jpg http://i241.photobucket.com/albums/ff81/Baldeagle27/PietShadeTree5.jpg -------- A goal without a plan is nothing more than a wish. -- orion Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392715#392715 ________________________________________________________________________________
Subject: Re: Beyond the FGM, an article on Model A's by Mr Pietenpol
From: "Mr. Craig" <acwelder(at)cableone.net>
Date: Jan 20, 2013
I have that issue. Send me an email and I'll get you a copy of the last article. Craig -------- A goal without a plan is nothing more than a wish. -- orion Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392726#392726 ________________________________________________________________________________
Subject: Re: Cross wind component
From: "taildrags" <taildrags(at)hotmail.com>
Date: Jan 20, 2013
I've never had anything near a 25-30 MPH crosswind component while landing or taking off in Scout, but I've had half that and my experience has been that you will run out of rudder in anything much more than that. Some of the folks on this list with a lot of hours in Piets will have much more to say about it though. Then there's Raymond Hanover, who flies in the Texas Panhandle, where their clothing dries horizontally on the clothesline. Maybe he'll chime in. -------- Oscar Zuniga Medford, OR Air Camper NX41CC "Scout" A75 power Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392736#392736 ________________________________________________________________________________
Date: Jan 20, 2013
Subject: Re: Cross wind component
From: steve emo <steve.emo58(at)gmail.com>
I'm not advising it. but I know I've done 20kts + gusts to 30 --- ONCE. Gusts make a huge difference as do local trees/building. Less than 15kts I'd say is good after you have a few hundred landings. starting out <3/4 windsock. On Sun, Jan 20, 2013 at 12:41 PM, taildrags wrote: > > I've never had anything near a 25-30 MPH crosswind component while landing > or taking off in Scout, but I've had half that and my experience has been > that you will run out of rudder in anything much more than that. > > Some of the folks on this list with a lot of hours in Piets will have much > more to say about it though. Then there's Raymond Hanover, who flies in > the Texas Panhandle, where their clothing dries horizontally on the > clothesline. Maybe he'll chime in. > > -------- > Oscar Zuniga > Medford, OR > Air Camper NX41CC "Scout" > A75 power > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=392736#392736 > > ________________________________________________________________________________
Subject: Re: Cross wind component
From: "jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: Jan 20, 2013
Rod, Has your chosen test pilot done much work in that area? I have done some Post Maintenance test flying in my past life (Not the same as testing a Piet, but many concepts are the same). My goal in testing was to keep the variables to a minimum, so you are learning, testing, and checking one thing at a time. Too many variables skews the results. My suggestion is calm wind to slight wind day for those first test flights. It makes it much easier to figure out if the airplane is rigged right when you are having to fly or land in a crab. He shouldn't even be concerned as to what a Piet is capable of at this point. I hope his question was general in nature and not what he was going to try and do in the test phase. My 1.5 cents -------- Semper Fi, Terry Hand Athens, GA Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392748#392748 ________________________________________________________________________________
Subject: Steel Parts Again
From: "Harvey Plummer" <plummerharvey(at)yahoo.com>
Date: Jan 20, 2013
Instead of using 1025 or 4130 steel, has anyone used aluminum? For example, instead of welding .030" thick parts to make aileron horns, could one use .090" or .125" thick aluminum, no welding? Thanks for the input. -------- Harv, 485PB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392751#392751 ________________________________________________________________________________
From: "Gary Boothe" <gboothe5(at)comcast.net>
Subject: Steel Parts Again
Date: Jan 20, 2013
Not sure how you would attach it to the spar, or to the x-member behind to give the horn its leverage, just for starters. I'm sure you'll get flamed on this one, so you better get your cast iron underwear on... Gary Boothe NX308MB -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Harvey Plummer Sent: Sunday, January 20, 2013 12:15 PM Subject: Pietenpol-List: Steel Parts Again --> Instead of using 1025 or 4130 steel, has anyone used aluminum? For example, instead of welding .030" thick parts to make aileron horns, could one use .090" or .125" thick aluminum, no welding? Thanks for the input. -------- Harv, 485PB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392751#392751 ________________________________________________________________________________
Subject: Re: Al Schaus Propeller for Model A Ford
From: "dwilson" <marwilson(at)charter.net>
Date: Jan 20, 2013
OK, in response to a couple of emails I should have stated that I think Vi gets $ 70.00 for his hinges. Also, if he does not answer his phone leave a message. He will get back to you if you leave him a number. Vi does not use a computer so you have to get him on the phone. If he let's me know that the hinges are sold, I will post same. Dan Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392768#392768 ________________________________________________________________________________
Subject: Re: Steel Parts Again
From: "echobravo4" <eab4(at)comcast.net>
Date: Jan 20, 2013
Are we sure cast iron would be the best choice? -------- Earl Brown I may not have gone where I intended to go, but I think I have ended up where I intended to be. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392773#392773 ________________________________________________________________________________
Subject: Continental A75 Piets
From: "FandS_Piet" <fkim79(at)gmail.com>
Date: Jan 20, 2013
I dont know of any piets that have an A75 besides Oscar. I was wondering what prop we should install to pull our A75 so if anybody out there is running an A75 I would be curious to hear your input. Thanks -------- Fred Kim Pittsburgh, Pa Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392782#392782 ________________________________________________________________________________
From: "Dortch, Steven D MAJ MIL USA NGB" <steven.d.dortch(at)us.army.mil>
Date: Jan 20, 2013
Subject: Re: Cross wind component
Recent discussion on a "Real" (read certified) airplane list came to the consensus that a test flight should never include a passenger that is not involved in the test flight. Being involved means either being a safety pilot or doing something specific. Safety pilots either look for other planes or makes sure the shiny side stays up while the pilot looks at instruments, gauges, some airplane part (Aleron or tailfeathers) or performs a specific maneuver. Also a mechainic or fellow pilot can go along to help observe something. Taking someone on a test flight, should not be done lightly. The last thing you need in a plane being tested is to have to deal with someone doing something "crazy" like grabbing the controls and freezing or undoing the seatbelt and standing up to tell you there is a problem. More than likely they will simply be a distraction. Something to think about. Blue Skies, Steve D ----- Original Message ----- From: jarheadpilot82 <jarheadpilot82(at)hotmail.com> Date: Sunday, January 20, 2013 14:05 Subject: Pietenpol-List: Re: Cross wind component > > Rod, > > Has your chosen test pilot done much work in that area? I have done some Post Maintenance test flying in my past life (Not the same as testing a Piet, > but many concepts are the same). My goal in testing was to keep the > variables to a minimum, so you are learning, testing, and checking > one thing at a time. Too many variables skews the results. > > My suggestion is calm wind to slight wind day for those first test > flights. It makes it much easier to figure out if the airplane is > rigged right when you are having to fly or land in a crab. He > shouldn't even be concerned as to what a Piet is capable of at this > point. I hope his question was general in nature and not what he > was going to try and do in the test phase. > > My 1.5 cents > > -------- > Semper Fi, > > Terry Hand > Athens, GA > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=392748#392748 > > > > > > > > > > ________________________________________________________________________________
Subject: Re: Steel Parts Again
From: helspersew(at)aol.com
Date: Jan 21, 2013
Harv, If you were to ask any of the Piet builders that have gone from start to fi nish, I am sure they all would say that one of the best things about the wh ole experience was the learning process of every phase. My recommendation t o you, would be to stretch and challenge yourself to make those horns per p lans. I had little idea of how I was going to make those myself when I was first contemplating. But boy was I ever proud of those things when I finish ed. Dan Helsper (flames shooting out :O) Puryear, TN -----Original Message----- From: Harvey Plummer <plummerharvey(at)yahoo.com> Sent: Sun, Jan 20, 2013 2:15 pm Subject: Pietenpol-List: Steel Parts Again .com> Instead of using 1025 or 4130 steel, has anyone used aluminum? For example, instead of welding .030" thick parts to make aileron horns, could one use . 090" or .125" thick aluminum, no welding? Thanks for the input. -------- Harv, 485PB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392751#392751 ________________________________________________________________________________
Subject: Re: Steel Parts Again
From: "Bill Church" <billspiet(at)sympatico.ca>
Date: Jan 21, 2013
Don't let the streamlined control horns scare you. They are actually pretty easy to fabricate. Thin sheet metal is not difficult to shape, and once the horns are welded, they become incredibly stiff. To make the horns out of flat aluminum, the thickness would likely need to be 3/16" or 1/4" to result in a comparable rigidity. And then, you would need to add bolted connections for the flanges and bracing. For sure, the aluminum horns would be heavier than the steel, per-the-plans horns. If the thing that is making you hesitate is the need to weld .030" steel, practice on a bunch of scrap until you feel confident, or just get a more experienced welder to do that welding for you. Like Dan said, once you have them made, and someone asks where you got them, you can state with pride that you made them yourself. Bill C. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392798#392798 ________________________________________________________________________________
Subject: Re: Continental A75 Piets
From: "pineymb" <airltd(at)mts.net>
Date: Jan 21, 2013
My Piet runs an A-75 and the current prop has been on this engine for about 15 years. Had it redone last spring and is an excellent combination for this engine. Contact me offline and I will send you the numbers when I get a chance to go to the airport. -------- Adrian M Winnipeg, MB Canada Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392801#392801 ________________________________________________________________________________
From: Gerry Holland <gholland@content-stream.co.uk>
Subject: Re: Continental A75 Piets
Date: Jan 21, 2013
Fred Hi. I had a Corben Junior, a similar size and weight to a Pietenpol at UAW of 650 pounds, Gross 950. The A75-8 had a 72" X 46" wooden Prop and performed OK. Cruise at 85mph at 2200 rpm. I never got the 2600 maximum RPM for 75hp regardless of the pitch I tried. Could well have been a 'tired' engine. That engine is being completely overhauled and I'm going to chance using a Flottorp 72 X 50 that came with another project. It may well be I have to defer back to 72 X 46 but worth a try. Regards Gerry ________________________________________________________________________________
Date: Jan 21, 2013
From: kmordecai001(at)comcast.net
Subject: Continental A75 Piets
Fred, I have an A75 on 520SF.=C2- It came to me=C2- with a Hegy 72 x 42, whic h is about =C2-perfect for an A65.=C2- It will pull 2150- 2200 static a nd about 2350 WOT level flight, and seems to be happiest cruising at 2150-2 200 & 70-75 mph, depending on ambient conditions .=C2- A few years ago bought a prop from Clark at Performance Propellers in an ef fort to get that last 10 hp out of the A75.=C2- He=C2- made this one =C2-to be a climb prop=C2-for his A75 Cub.=C2- It's a 76 x 39ish (eve ryone seems to measure pitch in a slightly different manner) , and will tur n 2500 static and about the same during climb-out at 50 mph.=C2- It requi res throttling back as you level off to avoid running thru the redline.=C2 - Cruises at 2500 and 70 mph indicated in cool weather,=C2-a bit less =C2-when it's warm outside.=C2- I guess the perfect A75 prop would be in between these two, about =C2-260 0 at WOT level flight, and cruising around 2300-2400 . We're having some nice clear weather along this stretch of the =C2-panhan dle this weekend.....getting in some flying along with the yard work :-) Dave Mordecai Panacea, FL NX520SF=C2- A75 I dont know of any piets that have an A75 besides Oscar. =C2-I was wonder ing what prop we should install to pull our A75 so if anybody out there is running a n A75 I would be curious to hear your input. Thanks -------- Fred Kim Pittsburgh, Pa ________________________________________________________________________________
Date: Jan 21, 2013
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Re: Steel Parts Again
The attached pictures show a prototype rudder horn I made out of aluminum. I believe it was 1/8".- To keep the horn from rotating about the axis of the two mounting bolts, I was going to glue in wood blocks on either side o f the mounting tabs once the horn was bolted in place. - I decided it was not worth the risk of going down this road and-the horn did weigh more than my finished thin steel one. My steel horns have a sligh tly different airfoil shape, (easier to form)-than the plans show, are li ght and strong.- It was worth the effort to make and weld the thin steel. Michael Perez Pietenpol HINT Videos Karetaker Aero www.karetakeraero.com ________________________________________________________________________________
Subject: Re: Cross wind component
From: "TriScout" <apfelcyber(at)yahoo.com>
Date: Jan 21, 2013
Wheel landings/paved rwys: 25kts max 90 deg x-wind... w/light taps on downwind heel brake when she starts to weathervane...or..15kts max x-wind on paved rwys (w/out the assistance of downwind brake). Otherwise, just landing on grass seems easiest. More than 25kts x-wind, it's best to just hit the cafe. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392837#392837 ________________________________________________________________________________
From: Gerry Holland <gholland@content-stream.co.uk>
Subject: Re: Cross wind component
Date: Jan 21, 2013
Some pretty impressive figures regarding crosswind limits in Pietenpol at 25 knots at 90 degrees. Just to put things out of prospective! Depending on Manufacturers or Operator Procedures, the cross wind limits are around 30/35 knots on dry surface for Airline operations. Wet can be 25/30 knots. That's a generic range for say 747-400 or Airbus 330/340. 15 knots steady, 10 knots gusting is more than enough for me in a Parasol aircraft which in all probability is marginal on power at the best of times. IMHO. Gerry ________________________________________________________________________________
From: "Robert Gow" <rgow(at)avionicsdesign.ca>
Subject: Re: Cross wind component
Date: Jan 21, 2013
When I was on game I used to land my Tcraft in fairly high crosswinds (like >20). Would not try it now. -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Gerry Holland Sent: January 21, 2013 2:56 PM Subject: Re: Pietenpol-List: Re: Cross wind component --> <gholland@content-stream.co.uk> Some pretty impressive figures regarding crosswind limits in Pietenpol at 25 knots at 90 degrees. Just to put things out of prospective! Depending on Manufacturers or Operator Procedures, the cross wind limits are around 30/35 knots on dry surface for Airline operations. Wet can be 25/30 knots. That's a generic range for say 747-400 or Airbus 330/340. 15 knots steady, 10 knots gusting is more than enough for me in a Parasol aircraft which in all probability is marginal on power at the best of times. IMHO. Gerry ________________________________________________________________________________
Subject: Re: Cross wind component
From: "TriScout" <apfelcyber(at)yahoo.com>
Date: Jan 21, 2013
oh yeah...I figure that's worse case scenario. If there is any hint of gust's, forget it. Generally, if it's more than about a 10-12 knot x-wind, it ain't too fun anymore on paved surface...cafe time for me. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392852#392852 ________________________________________________________________________________
Subject: BRAKES QUESTION?
From: "Chris Rusch" <rmdinfo(at)rmdbenders.com>
Date: Jan 22, 2013
Hi everybody, looking for some input as to how often you guys use the brakes in a pietenpol for steering? i am at that stage of making a decision which way to go, and i am leaning toward having ONE brake lever on the stick just to lock the brakes for run up and to stop if im going to crash into something on the ground. Thoughts, pro and con please. -------- NX321LR Fully Assembled Tail assembly and ailerons covered and painted. Wings covered and primed, one painted Mitsubishi Powered Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392888#392888 ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 22, 2013
Subject: brakes
Chris--I rarely use my brakes for anything other than run up or for slowing down when I'm taxiing around other aircraft or near fuel pumps. I don't use my brakes when landing or taking off as tailwheel steering is sufficient for directional control in those operations. If you do need your brakes on takeoff or landing then things have gone awry. To answer your question: I never use my brakes to steer. Mike C. ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: BRAKES QUESTION?
Date: Jan 22, 2013
Chris, I only use my brakes for steering when operating on the ground - never in flight. Sorry - couldn't resist. I use my brakes differentially any time I need to make a sharp turn and need to break the tailwheel into full swivel. And once it is in full swivel, you definitely need differential brakes or a lot of throttle, rudder and room to get it locked into steerable mode again. Jack Phillips NX899JP Smith Mountain Lake, Virginia -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Chris Rusch Sent: Tuesday, January 22, 2013 2:04 PM Subject: Pietenpol-List: BRAKES QUESTION? Hi everybody, looking for some input as to how often you guys use the brakes in a pietenpol for steering? i am at that stage of making a decision which way to go, and i am leaning toward having ONE brake lever on the stick just to lock the brakes for run up and to stop if im going to crash into something on the ground. Thoughts, pro and con please. -------- NX321LR Fully Assembled Tail assembly and ailerons covered and painted. Wings covered and primed, one painted Mitsubishi Powered Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392888#392888 ________________________________________________________________________________
Subject: Re: BRAKES QUESTION?
From: Rob Bach <skybachs(at)yahoo.com>
Date: Jan 22, 2013
We have Cub brakes used only for run up. I have used them to stop a few times and because they're so soft, you can mash on them all you want and not feel any tendencies towards flipping. We never turn into a tight spot as it's just easier to pick up the 25 lb tail and place the plane where we want. Rob Sent from my iPad On Jan 22, 2013, at 1:03 PM, "Chris Rusch" wrote: > > Hi everybody, looking for some input as to how often you guys use the brakes in a pietenpol for steering? i am at that stage of making a decision which way to go, and i am leaning toward having ONE brake lever on the stick just to lock the brakes for run up and to stop if im going to crash into something on the ground. Thoughts, pro and con please. > > -------- > NX321LR > Fully Assembled > Tail assembly and ailerons covered and painted. > Wings covered and primed, one painted > Mitsubishi Powered > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=392888#392888 > > > > > > > > > > ________________________________________________________________________________
Subject: Re: BRAKES QUESTION?
From: "tools" <n0kkj(at)yahoo.com>
Date: Jan 22, 2013
I dunno, the handbrake on the stick is kinda cool! That's all I've got, one actuator for both wheels, I've never found myself wanting for more. It does have it's limitations, but in this genre, not really noticeable. Not a lot of plumbing, easy to maintain, affordable, easy to install. I've got no complaints. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392896#392896 ________________________________________________________________________________
From: "Dick N" <horzpool(at)goldengate.net>
Subject: Re: BRAKES QUESTION?
Date: Jan 22, 2013
Chris Check out the Harley Davidson Duo glide actuater. It will mount on the stick and has plenty of braking power for operating both cylinders. I have one of those the only problem I have tun into is I cut off the handle a bit Dick N. ----- Original Message ----- From: "Chris Rusch" <rmdinfo(at)rmdbenders.com> Sent: Tuesday, January 22, 2013 1:03 PM Subject: Pietenpol-List: BRAKES QUESTION? > > > Hi everybody, looking for some input as to how often you guys use the > brakes in a pietenpol for steering? i am at that stage of making a > decision which way to go, and i am leaning toward having ONE brake lever > on the stick just to lock the brakes for run up and to stop if im going to > crash into something on the ground. Thoughts, pro and con please. > > -------- > NX321LR > Fully Assembled > Tail assembly and ailerons covered and painted. > Wings covered and primed, one painted > Mitsubishi Powered > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=392888#392888 > > > ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: Re: Cross wind component
Date: Jan 22, 2013
I don't understand why you would say that, Oscar. I've had a few occasions where I've flown my Pietenpol in 25 knot crosswinds or better. The trip to Brodhead in 2010 comes to mind, when Randy Bush and I flew up together from west Tennessee - he in his Corvair powered ship, and me in N502R, which I was ferrying up to Brodhead for Ryan Mueller. We were making a stop at a duster field in Pontiac, Illinois, and the winds were just howling straight across the single runway. While it did induce a good case of sphincter-clinch, it was no problem for either Randy or me. I have never run out of rudder in a Pietenpol. It has the strongest rudder of any plane I've ever flown. Run out of aileron? Yes. Run out of rudder? I've never had it happen. In general, I find landing in strong crosswinds easier than taxiing in them. Jack Phillips NX899JP Smith Mountain Lake, Virginia -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of taildrags Sent: Sunday, January 20, 2013 12:41 PM Subject: Pietenpol-List: Re: Cross wind component I've never had anything near a 25-30 MPH crosswind component while landing or taking off in Scout, but I've had half that and my experience has been that you will run out of rudder in anything much more than that. Some of the folks on this list with a lot of hours in Piets will have much more to say about it though. Then there's Raymond Hanover, who flies in the Texas Panhandle, where their clothing dries horizontally on the clothesline. Maybe he'll chime in. -------- Oscar Zuniga Medford, OR Air Camper NX41CC "Scout" A75 power Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392736#392736 ________________________________________________________________________________
Date: Jan 22, 2013
Subject: Re: BRAKES QUESTION?
From: Ken Bickers <bickers.ken(at)gmail.com>
Chris, When I was at the point of installing brakes, I spent a fair amount of time sitting in the cockpit trying to figure out whether to use toe brakes or heel brakes and exactly where and how to mount them to be most comfortable to me. To be sure, the thought process may have been muddled by all the airplane noises I was making. I also thought about mounting something on the stick. In the end, I decided I liked the idea of a hand brake. I also liked the idea of differential braking. And I couldn't figure out an elegant way to mount two brake levers on the stick. So I built something that I think will work just fine and meets the keep-it-simple test. I welded up a bracket onto which two mountain brake levers could be mounted -- facing each other. I mounted the bracket under the right hand side of the rear instrument panel. Attached to the levers are bicycle cables that operate old-style band brakes. With one hand, I can activate the left, the right, or both levers together. I've attached a couple of photos. One is looking up from below at the bottom of the instrument panel. The other is taken from the rear seat. I haven't operated them yet under engine power. I have tried them out with my son and my dad pulling me around on the taxiway. Of course, two man power is a lot less than the power of a whole bunch of horses. Cheers, Ken On Tue, Jan 22, 2013 at 7:00 PM, Dick N wrote: > > Chris > Check out the Harley Davidson Duo glide actuater. It will mount on the > stick and has plenty of braking power for operating both cylinders. I have > one of those the only problem I have tun into is I cut off the handle a bit > Dick N. > ----- Original Message ----- From: "Chris Rusch" <rmdinfo(at)rmdbenders.com> > To: > Sent: Tuesday, January 22, 2013 1:03 PM > Subject: Pietenpol-List: BRAKES QUESTION? > > >> >> >> Hi everybody, looking for some input as to how often you guys use the >> brakes in a pietenpol for steering? i am at that stage of making a decision >> which way to go, and i am leaning toward having ONE brake lever on the stick >> just to lock the brakes for run up and to stop if im going to crash into >> something on the ground. Thoughts, pro and con please. >> >> -------- >> NX321LR >> Fully Assembled >> Tail assembly and ailerons covered and painted. >> Wings covered and primed, one painted >> Mitsubishi Powered >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=392888#392888 >> >> >> >> >> >> >> >> >> >> > > ________________________________________________________________________________
Date: Jan 22, 2013
From: shad bell <aviatorbell(at)yahoo.com>
Subject: Re: Cross wind component
I agree Jack, as long as I land a little hot, and pin on a wheeler the rudd er is more than enough.- If the landing gear were farther forward that mi ght make the controlability go down a little.The real tough one is a GUSTY cross wind.- I would rather land in a steady 25 knotter than a gusty 15 k notter.- I think 25 on grass is ok, 25 on pavement will keep you busy. - Shad --- On Tue, 1/22/13, Jack Phillips wrote: From: Jack Phillips <pietflyr(at)bellsouth.net> Subject: RE: Pietenpol-List: Re: Cross wind component Date: Tuesday, January 22, 2013, 9:34 PM et> I don't understand why you would say that, Oscar.- I've had a few occasio ns where I've flown my Pietenpol in 25 knot crosswinds or better.- The trip to Brodhead in 2010 comes to mind, when Randy Bush and I flew up together from west Tennessee - he in his Corvair powered ship, and me in N502R, which I was ferrying up to Brodhead for Ryan Mueller.- We were making a stop at a duster field in Pontiac, Illinois, and the winds were just howling straight across the single runway.- While it did induce a good case of sphincter-clinch, it was no problem for either Randy or me. I have never run out of rudder in a Pietenpol.- It has the strongest rudd er of any plane I've ever flown.- Run out of aileron?- Yes.- Run out of rudder? I've never had it happen. In general, I find landing in strong crosswinds easier than taxiing in them . Jack Phillips NX899JP Smith Mountain Lake, Virginia -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of taildrags Sent: Sunday, January 20, 2013 12:41 PM Subject: Pietenpol-List: Re: Cross wind component I've never had anything near a 25-30 MPH crosswind component while landing or taking off in Scout, but I've had half that and my experience has been that you will run out of rudder in anything much more than that. Some of the folks on this list with a lot of hours in Piets will have much more to say about it though.- Then there's Raymond Hanover, who flies in the Texas Panhandle, where their clothing dries horizontally on the clothesline . Maybe he'll chime in. -------- Oscar Zuniga Medford, OR Air Camper NX41CC "Scout" A75 power Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392736#392736 le, List Admin. ________________________________________________________________________________
Subject: Re: BRAKES QUESTION?
From: "Chris Rusch" <rmdinfo(at)rmdbenders.com>
Date: Jan 23, 2013
Thanks for all the input! I think I'm going to run with the hand brake for now....if duriing taxi tests i dont like it, i will add something more elaborate. -------- NX321LR Fully Assembled Tail assembly and ailerons covered and painted. Wings covered and primed, one painted Mitsubishi Powered Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392935#392935 ________________________________________________________________________________
Subject: Re: BRAKES QUESTION?
From: "Bill Church" <billspiet(at)sympatico.ca>
Date: Jan 23, 2013
The only problem that I can see with the single lever brake is that it would likely be very difficult to make sure that the braking action on each wheel is the same. If you're using the brakes to hold the plane for a mag check, it will probably be okay, but if you're trying to stop the plane from rolling into something else, and one wheel brakes more than the other, you might end up in a mess. Food for thought. Bill C. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392942#392942 ________________________________________________________________________________
From: "Robert Dewenter" <rdewenter(at)woh.rr.com>
Subject: How do we increase safety?
Date: Jan 23, 2013
Fellow Piet builder/ flyers: A long story would tell you why I signed up for a college course in aviation accident investigations - and why at my age I am "in school". It's for a good cause - an Instrument rating courtesy of the VA. I have come across some interesting observations I think worth sharing with my fellow Pietenpol builders/owners and in general to the Experimental home builder community as a whole. I have a request that you all think about safety and perhaps post your thought on how we all can increase safety while flying and for some of us, building. After reading 50+ NTSB Pietenpol accident reports (2012 all the way to 1970s), it's my novice opinion that the predominant Pietenpol accident CAUSE is "failure to control the aircraft" in either take-off or landing phase, usually RESULTS in a stall, stall/spin, hard landing, impact with trees, failure to maintain directional control after landing, and ground loops. HIDDEN in these reports is overloaded aircraft unable to climb due to several "contributing factors" such as density altitude, exceeding the aircraft gross weight abilities and aircraft loaded outside their CG limits. Gusty conditions are commonly cited as contributing factors. Every one of these accidents is human error. The seconds leading CAUSE of accidents is "Fuel Starvation". In three cases carb icing was determined to be the likely cause, but is never proven to be the cause as it "flees the scene of the accident". In a recent accident (2011) the NTSB stated the cause of the accident was water In the fuel. In another, the tank was improperly built - the internal finger strainer was placed over the sump outlet not the supply to the carb and some "Teflon thread tape" was found blocking the fuel supply inlet to the carb. In another, the tank vent was blocked by a wasp nest. My favorite of ALL involves a guy who hand props his engine. The fuel shut off valve is in the front cockpit (reachable during hand propping). The pilots "NORMAL PROCEDURE" is to close the fuel valve, prop the engine, then opens the fuel valve after engine startup. Problem this particular day was he left the fuel valve closed and when the engine quit during the flight, he could not reach the fuel valve to open it - it was in the front cockpit! Every one of these accidents is human error. Not listed as fuel starvation, one poor guy ran out of fuel in cruise and made a successful landing off airport in a field with short "ankle length" grass. He re-filled with 4.5 gallons fuel. On takeoff the left wheel struck a small rock and the gear collapsed. I read four accident reports where BUZZING was the CAUSE of the accident . Contributing to these accidents are things like flying into a pole at 30 ft AGL, one into a power line, one from a downdraft, and one from failure to maintain air speed. Every one of these accidents is human error. Four accidents and 5 fatalities! The stall/spin on landing or takeoff and BUZZING are the predominant CAUSE of fatal accidents. Next come propellers (everyone pay attention!). There are two known accidents caused by in-flight separation of the propeller (both Fords). In both cases many (but not all) prop hub bolts had sheared indicating improper inspections of the propeller, bolts, and hub. Rust was visible on the sheared portion of the bolts. The third case involved a homemade prop that failed to provide adequate thrust and the plane crashed on takeoff (actually the pilot crashed the plane, not the other way around). Every one of these accidents is human error. Now here is one that will give those who asked about putting controls up front will like to hear about - 3 accidents in all. In one accident, the front passenger inadvertently pulled the throttle closed and the pilot was unable to overcome the passengers "death grip" on the throttle - they crashed. In another case, the passenger inadvertently applied left aileron (with his legs when he turned around to look at the pilot) during a "upsetting" takeoff, the pilot could not recover in time and they crashed. Finally in a third incident a seat cushion was interfering with the rudder / brakes. The preflight did not notice this condition and the pilot crashed on takeoff. Every one of these accidents is human error . Notice, I have not yet made mention of any mechanical engine issues so far? Well there are a couple unrelated accidents, where "loss of engine power" (not attributed to carb ice) was listed as a contributing factor but NEVER the CAUSE of the accident (just as in the case of carb ice). In all these cases "failure to maintain control of the aircraft" was the CAUSE. One case cited a burnt exhaust valve, and another was "overheating" related to a blockage of the oil cooler caused oil starvation - ironically the foreign object was part of a cylinder ring. In a third case "CAUSE UNKNOWN" resulting in a loss of power. Noted in this case was low compression in 3 of the 4 cylinders. And finally a "burred" carb needle caused the needle to stick in the closed position (on landing - pilot needed power and did not get it). Every one of these accidents was CAUSED by human errors. The very oldest Pietenpol accident reports (1970s) available on line contain only a few brief words in the accident report. One mentions improper rigging of a turnbuckle. It broke in fight, the wing shifted and the CG was disturbed. In another, the "push-pull" rod failed at the bell crank. Both of these accidents resulted in fatalities. All caused by human error. Now I am sure there are numerous Pietenpol accidents that did not show up in the 50+ NTSB Pietenpol accident reports I was able to obtain. I suspect this because I could not find reports on notable and known accidents of certain non Pietenpol accidents I wanted to research. But I think it's fair to say that MOST Pietenpols are inherently safe - because of the design and because of the builder/owner/pilot. In my novice opinion, It's the pilot and the "maintainer" that you need to be keeping an eye on to prevent accidents. Summation: Most accidents are the result of a chain of events. Normally it requires only one link in the chain to be broken to avoid an accident. What accident chain links can you break? ALL of them! Our Pietenpol "type club" needs to do a better job to prevent accidents. I suggest the following: . Better pre-flight inspections with strict adherence to checklists would have avoided MANY of these accidents. . Not flying aft of the rear CG limits would have avoided MANY of these accidents - those of us still building MUST not skip the W&B step at the end of construction! . Use of carb heat might have avoided several accidents. Always use carb heat when power is below cruise setting! Make this a checklist item. . Avoiding BUZZING would definitely have prevented fatal accidents - Don't do it! . Adequate training / experience handling difficult landing and takeoff conditions. Consider not flying in gusty conditions with passengers - or at all. . Better passenger briefing and perhaps requiring usage of an intercom/headsets to communicate with the passenger should be mandatory . I suggest passenger placing their hands on the outboard fuse walls (9 and 3 o'clock) during takeoffs and landings to be part of your checklists. . Make front stick removable and keep it uninstalled in most instances. . Do a Weight & Balance of the airplane - know your true CG data - and keep within it. . Consider Density altitude, gross weight and performance when taking a passenger . Pay better attention to slow flight stall/spin avoidance procedures - takeoffs and landings WHAT DO YOU SUGGEST we do to make flying our Pietenpol safer? Bob Dewenter Piet builder / Corvair owner Dayton OH ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 23, 2013
Subject: safety?
Glad you read all those NTSB reports Bob and improving our safety record is a commendable effort for sure but the NTSB and FAA don't classify homebuilts the same in their records/report s so analyzing the data can be a muddy endeavor. (still it is pretty clear what factors cause the most trouble f or hombuilders/pilots like us) Ron Wanttaja put together this great report explaining some differences in the way homebuilt accidents are tabulated by cause and even includes some comparisons with fa ctory built GA airplanes. Worth a look really and he summarizes things nicely. http://www.eaa.org/news/2010/homebuilts_report_wanttaja.pdf Mike C. ________________________________________________________________________________
Subject: Re: How do we increase safety?
From: "tools" <n0kkj(at)yahoo.com>
Date: Jan 23, 2013
GREAT post and great reading. These are manmade machines, in a way, you can without investigating ALWAYS say it's human error. However, except in a general way, that's not very useful. Knowing WHAT the human did wrong, is THE BEST information. It's not very useful to say, (and related to the Lowe's steel debacle) use good materials, use good craftsmanship, use accepted practices and exercise perfect judgment ALL THE TIME. I like your list at the end of the post and is a great starting point. They address certain more commonly goofed SPECIFIC items. I have several things to add to the list, learned the hard way, and I'll do that later. For now, all I have to add is a philosophy I used when I was the Aviation Safety Officer of VT7 in Meridian MS in the late 90's. Us typical type A overachieving mathematical types are easily defeated by saying it's obvious you CAN NOT have a perfect safety record, so what's the point? I used to remind everyone in the squadron that that fact was absolutely true, so don't even bother with the Navy's safety record, just their own... Very few guys were willing to believe that they couldn't do that! Semantics for sure, but seemed to put things in perspective. I do have one disagreement, I believe ALL accidents are a result of a chain, not most. Theoretically not true I'm sure, but probably closer than "most"! Aviation Safety Officer school was SIX WEEKS of learning how all our buddies morted themselves, it was morose and depressing. That "chain" is the subject of practically ALL safety discussions and a super useful thing to understand in safety awareness. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392959#392959 ________________________________________________________________________________
Subject: Re: How do we increase safety?
From: "Bill Church" <billspiet(at)sympatico.ca>
Date: Jan 23, 2013
Just curious as to what is not useful about saying "use good materials", and "use good craftsmanship", and "use accepted practices" ALL THE TIME. While it simply isn't possible to exercise *perfect* judgment ALL THE TIME, it IS possible to exercise GOOD judgement all the time. Bill C. > It's not very useful to say, (and related to the Lowe's steel debacle) use good materials, use good craftsmanship, use accepted practices and exercise perfect judgment ALL THE TIME. > Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392962#392962 ________________________________________________________________________________
Subject: Re: How do we increase safety?
From: "tools" <n0kkj(at)yahoo.com>
Date: Jan 23, 2013
Well, all of those things can be done all the time, but that they're not to a degree it's worth talking about leads me to believe it's just vague enough to warrant a closer more relevant look. Making it not very useful as a general statement. What materials are most commonly used that are unsafe? What judgment errors are most commonly made with a Pietenpol? What unsafe practices are generally committed with high frequency? If we find things that are unique to the Piet, ie are more people committing errors associated with density altitude with a Piet than a GA aircraft that has published tables (but the same genre, ie a Cub), maybe we've found something relevant. Something not likely to be found by simply saying, "don't operate your plane outside it's performance envelope", which itself is more specific than saying "don't commit an error in judgment. One could have an entire world wide encompassing safety program with one phrase. "Don't do anything unsafe..." That's been proven to be not very useful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392966#392966 ________________________________________________________________________________
Date: Jan 23, 2013
From: "TOM STINEMETZE" <TOMS(at)mcpcity.com>
Subject: Re: How do we increase safety?
All good points to consider but that brings up a series of other questions - perhaps answered elsewhere. For instance; How do you go about developing your own "performance envelope" in a manner that keeps you safe and not putting yourself and your aircraft in danger? I know that this is part of what the 40-hour (for most of us) fly-off period is supposed to be for. Is there a published method for coming up with all the required "V" speeds and such? Tom Stinemetze N328X >>> "tools" 1/23/2013 3:19 PM >>> Well, all of those things can be done all the time, but that they're not to a degree it's worth talking about leads me to believe it's just vague enough to warrant a closer more relevant look. Making it not very useful as a general statement. What materials are most commonly used that are unsafe? What judgment errors are most commonly made with a Pietenpol? What unsafe practices are generally committed with high frequency? If we find things that are unique to the Piet, ie are more people committing errors associated with density altitude with a Piet than a GA aircraft that has published tables (but the same genre, ie a Cub), maybe we've found something relevant. Something not likely to be found by simply saying, "don't operate your plane outside it's performance envelope", which itself is more specific than saying "don't commit an error in judgment. One could have an entire world wide encompassing safety program with one phrase. "Don't do anything unsafe..." That's been proven to be not very useful. ________________________________________________________________________________
Subject: Re: How do we increase safety?
From: "BYD" <billsayre(at)ymail.com>
Date: Jan 23, 2013
> Is there a published method for coming up with all the required "V" speeds and such? AC90-89A Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392971#392971 ________________________________________________________________________________
From: "Dortch, Steven D MAJ MIL USA NGB" <steven.d.dortch(at)us.army.mil>
Date: Jan 23, 2013
Subject: Re: safety?
The common wisdom I subscribe to is: Flying is about as dangerous as riding a motorcycle. The Insurance rates are about the same. Insurance companies do the math. To reduce your accident/death rate stay away from the following: Drinking or drugs) and flying VFR Flying into IFR doing aerobatics in a non aerobatic plane, radical showing off down low. not wearing the proper safety gear. fly sick. Not staying or getting current with an instructor. poor maintenance. Granted you can have accidents that are not in those categories, but you significantly reduce your accident rate if you stay away from these activites. I am willing to take the residual risk for the joy of flying. Blue Skies, Steve D ----- Original Message ----- From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov> Date: Wednesday, January 23, 2013 13:03 Subject: Pietenpol-List: safety? > Glad you read all those NTSB reports Bob and improving our safety > record is a commendable effort for sure but > the NTSB and FAA don't classify homebuilts the same in their > records/reports so analyzing the data can be a muddy > endeavor. (still it is pretty clear what factors cause the most > trouble for hombuilders/pilots like us) > > > Ron Wanttaja put together this great report explaining some > differences in the way homebuilt > accidents are tabulated by cause and even includes some > comparisons with factory built GA airplanes. > Worth a look really and he summarizes things nicely. > > http://www.eaa.org/news/2010/homebuilts_report_wanttaja.pdf > > > Mike C. > ________________________________________________________________________________
Date: Jan 23, 2013
From: "TOM STINEMETZE" <TOMS(at)mcpcity.com>
Subject: Re: How do we increase safety?
Thank you Bill! Just what I was needing. Stinemetze, N328X >>> "BYD" 1/23/2013 4:17 PM >>> > Is there a published method for coming up with all the required "V" speeds and such? AC90-89A ________________________________________________________________________________
Subject: Re: Cross wind component
From: "TriScout" <apfelcyber(at)yahoo.com>
Date: Jan 23, 2013
I agree w/last two posts. Spot on. I got "caught" coming back to home airfeld w/25kts direct x-wind (sans gusts) and it gets your attention on downwind(and then on final) when you see the crab angle required. I was quite surprised at how well it handled troughout landing/rollout. I just bugged it up 10 on final, de-crabbed last 10 feet, Hoovered it on the upwind wheel, and as the downwind wheel touched..."tap".."tap" on downwind heel brake to counter the weathervane into wind....seemed to work ok (GN-1/A65). I was about to go try it again, but thought it best not to press my good fortune.. 15 plus Knots and "gusting" ... I'd rather take the 25 Knotter w/out the gusts. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=392985#392985 ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: How do we increase safety?
Date: Jan 23, 2013
Thanks for that synopsis, Bob. Unfortunately, all these causes of accidents are not limited to Pietenpols only. All of general aviation suffers these, with experimental aircraft showing up in these statistics a disproportionately high number of times. I like your list of bulletpoints at the bottom. I particularly like your last suggestion. As a CFI, whenever I'm doing a flight review for a private pilot, I always have him/her go through a series of power-off and power-on stalls, as well as demonstrating turns in slow flight. I also like to pull the power at some point to simulate an engine failure and determine if they are able to correctly pick a suitable landing field and set up an approach to it. Then when we are on downwind leg in the traffic pattern, I'll pull it again and tell them to make the runway and land without touching the throttle. I'm always amazed at the wide patterns people fly, and then wonder why they can't make the field when the engine quits. A Pietenpol is a very safe airplane, but it does have its quirks. Chief among them is the high drag inherent to the design, with the resulting poor glide ratio. Trying to "stretch" a glide in a Pietenpol is a sure-fire recipe for disaster. When flying a traffic pattern in a Piet, you want to stay very close to the runway on the downwind leg. My personal preference is to fly the approach a little high, and then when I know I can make the field, slip it to lose altitude. Jack Phillips NX899JP Smith Mountain Lake, Virginia _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Robert Dewenter Sent: Wednesday, January 23, 2013 1:20 PM Subject: Pietenpol-List: How do we increase safety? Fellow Piet builder/ flyers: A long story would tell you why I signed up for a college course in aviation accident investigations - and why at my age I am "in school". It's for a good cause - an Instrument rating courtesy of the VA. I have come across some interesting observations I think worth sharing with my fellow Pietenpol builders/owners and in general to the Experimental home builder community as a whole. I have a request that you all think about safety and perhaps post your thought on how we all can increase safety while flying and for some of us, building. After reading 50+ NTSB Pietenpol accident reports (2012 all the way to 1970s), it's my novice opinion that the predominant Pietenpol accident CAUSE is "failure to control the aircraft" in either take-off or landing phase, usually RESULTS in a stall, stall/spin, hard landing, impact with trees, failure to maintain directional control after landing, and ground loops. HIDDEN in these reports is overloaded aircraft unable to climb due to several "contributing factors" such as density altitude, exceeding the aircraft gross weight abilities and aircraft loaded outside their CG limits. Gusty conditions are commonly cited as contributing factors. Every one of these accidents is human error. The seconds leading CAUSE of accidents is "Fuel Starvation". In three cases carb icing was determined to be the likely cause, but is never proven to be the cause as it "flees the scene of the accident". In a recent accident (2011) the NTSB stated the cause of the accident was water In the fuel. In another, the tank was improperly built - the internal finger strainer was placed over the sump outlet not the supply to the carb and some "Teflon thread tape" was found blocking the fuel supply inlet to the carb. In another, the tank vent was blocked by a wasp nest. My favorite of ALL involves a guy who hand props his engine. The fuel shut off valve is in the front cockpit (reachable during hand propping). The pilots "NORMAL PROCEDURE" is to close the fuel valve, prop the engine, then opens the fuel valve after engine startup. Problem this particular day was he left the fuel valve closed and when the engine quit during the flight, he could not reach the fuel valve to open it - it was in the front cockpit! Every one of these accidents is human error. Not listed as fuel starvation, one poor guy ran out of fuel in cruise and made a successful landing off airport in a field with short "ankle length" grass. He re-filled with 4.5 gallons fuel. On takeoff the left wheel struck a small rock and the gear collapsed. I read four accident reports where BUZZING was the CAUSE of the accident . Contributing to these accidents are things like flying into a pole at 30 ft AGL, one into a power line, one from a downdraft, and one from failure to maintain air speed. Every one of these accidents is human error. Four accidents and 5 fatalities! The stall/spin on landing or takeoff and BUZZING are the predominant CAUSE of fatal accidents. Next come propellers (everyone pay attention!). There are two known accidents caused by in-flight separation of the propeller (both Fords). In both cases many (but not all) prop hub bolts had sheared indicating improper inspections of the propeller, bolts, and hub. Rust was visible on the sheared portion of the bolts. The third case involved a homemade prop that failed to provide adequate thrust and the plane crashed on takeoff (actually the pilot crashed the plane, not the other way around). Every one of these accidents is human error. Now here is one that will give those who asked about putting controls up front will like to hear about - 3 accidents in all. In one accident, the front passenger inadvertently pulled the throttle closed and the pilot was unable to overcome the passengers "death grip" on the throttle - they crashed. In another case, the passenger inadvertently applied left aileron (with his legs when he turned around to look at the pilot) during a "upsetting" takeoff, the pilot could not recover in time and they crashed. Finally in a third incident a seat cushion was interfering with the rudder / brakes. The preflight did not notice this condition and the pilot crashed on takeoff. Every one of these accidents is human error . Notice, I have not yet made mention of any mechanical engine issues so far? Well there are a couple unrelated accidents, where "loss of engine power" (not attributed to carb ice) was listed as a contributing factor but NEVER the CAUSE of the accident (just as in the case of carb ice). In all these cases "failure to maintain control of the aircraft" was the CAUSE. One case cited a burnt exhaust valve, and another was "overheating" related to a blockage of the oil cooler caused oil starvation - ironically the foreign object was part of a cylinder ring. In a third case "CAUSE UNKNOWN" resulting in a loss of power. Noted in this case was low compression in 3 of the 4 cylinders. And finally a "burred" carb needle caused the needle to stick in the closed position (on landing - pilot needed power and did not get it). Every one of these accidents was CAUSED by human errors. The very oldest Pietenpol accident reports (1970s) available on line contain only a few brief words in the accident report. One mentions improper rigging of a turnbuckle. It broke in fight, the wing shifted and the CG was disturbed. In another, the "push-pull" rod failed at the bell crank. Both of these accidents resulted in fatalities. All caused by human error. Now I am sure there are numerous Pietenpol accidents that did not show up in the 50+ NTSB Pietenpol accident reports I was able to obtain. I suspect this because I could not find reports on notable and known accidents of certain non Pietenpol accidents I wanted to research. But I think it's fair to say that MOST Pietenpols are inherently safe - because of the design and because of the builder/owner/pilot. In my novice opinion, It's the pilot and the "maintainer" that you need to be keeping an eye on to prevent accidents. Summation: Most accidents are the result of a chain of events. Normally it requires only one link in the chain to be broken to avoid an accident. What accident chain links can you break? ALL of them! Our Pietenpol "type club" needs to do a better job to prevent accidents. I suggest the following: * Better pre-flight inspections with strict adherence to checklists would have avoided MANY of these accidents. * Not flying aft of the rear CG limits would have avoided MANY of these accidents - those of us still building MUST not skip the W&B step at the end of construction! * Use of carb heat might have avoided several accidents. Always use carb heat when power is below cruise setting! Make this a checklist item. * Avoiding BUZZING would definitely have prevented fatal accidents - Don't do it! * Adequate training / experience handling difficult landing and takeoff conditions. Consider not flying in gusty conditions with passengers - or at all. * Better passenger briefing and perhaps requiring usage of an intercom/headsets to communicate with the passenger should be mandatory * I suggest passenger placing their hands on the outboard fuse walls (9 and 3 o'clock) during takeoffs and landings to be part of your checklists. * Make front stick removable and keep it uninstalled in most instances. * Do a Weight & Balance of the airplane - know your true CG data - and keep within it. * Consider Density altitude, gross weight and performance when taking a passenger * Pay better attention to slow flight stall/spin avoidance procedures - takeoffs and landings WHAT DO YOU SUGGEST we do to make flying our Pietenpol safer? Bob Dewenter Piet builder / Corvair owner Dayton OH ________________________________________________________________________________
From: "C N Campbell" <cncampbell(at)windstream.net>
Subject: Re: Cross wind component
Date: Jan 24, 2013
Well, I have never flown a Piet but I don't believe it would be all that different from a Cub or T-craft or any such. I have always used and taught (when I was instructing in the Navy as well as civilian) the "wing down" crosswind technique. You're really just slipping into the wind with no sudden change at the bottom just before touchdown. Basically, keep the airplane over the 'centerline' with the ailerons and the airplane lined up with the centerline with the rudder ALL THE WAY TO THE GROUND. C ----- Original Message ----- From: "TriScout" <apfelcyber(at)yahoo.com> Sent: Wednesday, January 23, 2013 7:04 PM Subject: Pietenpol-List: Re: Cross wind component > > I agree w/last two posts. Spot on. I got "caught" coming back to home > airfeld w/25kts direct x-wind (sans gusts) and it gets your attention on > downwind(and then on final) when you see the crab angle required. I was > quite surprised at how well it handled troughout landing/rollout. I just > bugged it up 10 on final, de-crabbed last 10 feet, Hoovered it on the > upwind wheel, and as the downwind wheel touched..."tap".."tap" on downwind > heel brake to counter the weathervane into wind....seemed to work ok > (GN-1/A65). I was about to go try it again, but thought it best not to > press my good fortune.. > > 15 plus Knots and "gusting" ... I'd rather take the 25 Knotter w/out the > gusts. > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=392985#392985 > > > ________________________________________________________________________________
Subject: Re: Cross wind component
From: "TriScout" <apfelcyber(at)yahoo.com>
Date: Jan 24, 2013
That's a good technique as well. It's all relative I suppose. I did the bankcheck hauling in the 80's (8 -9 legs/night) in Learjets, so I got accustomed to having to avoid dragging a tip tank in severe x-winds, de-crabbing in the flare. Now flying the 747-8/-400's, as well as the Dreamlifter (LCF). Our manual states 5 deg bank limit to avoid scraping #1 or 4. So I find it much easier to basically de-crab in the flare to touchdown. I'd probably ground loop trying the sideslip the GN-1 from 200' up after all these years of doing it the "easy" way. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393004#393004 ________________________________________________________________________________
Subject: Brakes
From: Douwe Blumberg <douweblumberg(at)earthlink.net>
Date: Jan 24, 2013
Chris. First off, I am stoked to see your plane! Any chance of broadhead? Secondly, I modified helsper's brake design and I really like it. A toe actuator sticks out from the fuse walls just in front of my toes, they go thru slots in the wood to flay stock levers which lie against the outside of the ply , between ply and fabric, their ends protrude out a slot at the bottom and a cable from each brake Ron's to them. All you see in the cockpit is a two inch tube sticking in, everything else is hidden. Just like dans in concept, just moved some stuff outboard. Douwe ________________________________________________________________________________
Subject: Oil temp / Water temp gauge
From: "Pietflyer1977" <rob(at)stoinoff.com>
Date: Jan 24, 2013
Trying to take care of my instrument overhauls early and do not have my fuselage but yet, or know the location of connection on the Model A engine, but can anyone tell me how long the leads need to be to reach for the oil temp and a water temp gauge? I have a oil temp gauge with a 56" lead. Will that be long enough for a Model A engine? From the rear cockpit . Seems like the longest I can find is 60" if I was to buy another one. Thanks Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393008#393008 ________________________________________________________________________________
Subject: Re: brakes
From: "Chris Rusch" <rmdinfo(at)rmdbenders.com>
Date: Jan 24, 2013
Hi Douwe, Brodhead is in my sights!! just not sure if i can get the 40 hrs off before then. I am optimistically shooting for May to be test flying. I am finishing up the fusalage stuff before i cover it, everything else is done and painted. Its exciting putting stuff together for the FINAL time, using the right hardware and putting in the cotter keys... Can you take some pictures of your brake set up? Chris -------- NX321LR Fully Assembled Tail assembly and ailerons covered and painted. Wings covered and primed, one painted Mitsubishi Powered Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393010#393010 ________________________________________________________________________________
From: "skipgadd(at)earthlink.net" <skipgadd(at)earthlink.net>
Subject: Brakes
Date: Jan 24, 2013
Douwe, How far does your toe actuator stick out form the fuse wall? And how far above and (I assume) in front of neutral rudder bar? Skip > [Original Message] > From: Douwe Blumberg <douweblumberg(at)earthlink.net> > To: pietenpol-list(at)matronics.com > Date: 1/24/2013 11:17:14 AM > Subject: Pietenpol-List: Brakes > > > Chris. First off, I am stoked to see your plane! Any chance of broadhead? Secondly, I modified helsper's brake design and I really like it. A toe actuator sticks out from the fuse walls just in front of my toes, they go thru slots in the wood to flay stock levers which lie against the outside of the ply , between ply and fabric, their ends protrude out a slot at the bottom and a cable from each brake Ron's to them. All you see in the cockpit is a two inch tube sticking in, everything else is hidden. Just like dans in concept, just moved some stuff outboard. > > Douwe > > ________________________________________________________________________________
Date: Jan 24, 2013
Subject:
From: John Kuhfahl <kuhlcouper(at)gmail.com>
I might have a nice "piet" for sale--just sayin'--cheap--too many projects... -- John Kuhfahl, Lt Col USAF (Ret), President, KUHLCOUPER LLC ________________________________________________________________________________
From: "Jack" <jack(at)textors.com>
Subject: Avionics Placement
Date: Jan 24, 2013
Good evening all, My transponder is mounted in the center section. Is there any reason to NOT locate the encoder close by? Thanks! Jack Textor Des Moines, IA ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: Avionics Placement
Date: Jan 24, 2013
No reason at all, Jack. That's what I did. I also put the transponder antenna inside the wing, just outboard of the centersection mounted on a 6" diameter aluminum groundplane. Works just fine. Jack Phillips NX899JP Smith Mountain Lake, Virginia _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jack Sent: Thursday, January 24, 2013 7:55 PM Subject: Pietenpol-List: Avionics Placement Good evening all, My transponder is mounted in the center section. Is there any reason to NOT locate the encoder close by? Thanks! <<...>> <<...>> Jack Textor Des Moines, IA ________________________________________________________________________________
Subject: Re: Avionics Placement
From: Gene Rambo <generambo(at)msn.com>
Date: Jan 24, 2013
Bernard didn't??? Gene On Jan 24, 2013, at 7:55 PM, "Jack" wrote: > Good evening all, > > My transponder is mounted in the center section. Is there any reason to NO T locate the encoder close by? > > Thanks! > > <<...>> <<...>> > > Jack Textor > > Des Moines, IA > > > > > > ________________________________________________________________________________
Date: Jan 24, 2013
From: santiago morete <moretesantiago(at)yahoo.com.ar>
Subject: Avionics Placement
Hi Jack, do you have enough room for your aileron balance cable?=0ABeautifu l work=0A=0ASantiago ________________________________________________________________________________
Subject: Re: Avionics Placement
From: Jack <jack(at)textors.com>
Date: Jan 25, 2013
Very good point! Sent from my iPad Jack Textor On Jan 24, 2013, at 11:23 PM, santiago morete w rote: > Hi Jack, do you have enough room for your aileron balance cable? > Beautiful work > > Santiago > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
Subject: Re: Avionics Placement
From: Jack <jack(at)textors.com>
Date: Jan 25, 2013
Thanks Jack, did you mount your antenna upside down? Also it was pointed out by Santiago in a separate email to keep the spar clear for the aileron bala nce cable... Sent from my iPad Jack Textor On Jan 24, 2013, at 8:15 PM, "Jack Phillips" wrote: > No reason at all, Jack. That=99s what I did. I also put the transp onder antenna inside the wing, just outboard of the centersection mounted on a 6=9D diameter aluminum groundplane. Works just fine. > > Jack Phillips > NX899JP > Smith Mountain Lake, Virginia > > From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-li st-server(at)matronics.com] On Behalf Of Jack > Sent: Thursday, January 24, 2013 7:55 PM > To: pietenpol-list(at)matronics.com > Subject: Pietenpol-List: Avionics Placement > > Good evening all, > > My transponder is mounted in the center section. Is there any reason to NO T locate the encoder close by? > > Thanks! > > <<...>> <<...>> > > Jack Textor > > Des Moines, IA > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: Avionics Placement
Date: Jan 25, 2013
Hi Jack, If by upside down you mean with the antenna below the groundplane, the answer is yes. Here is a poor quality picture showing the antenna: It seems to work well enough. The few times I've flown into Class C (Raleigh, Roanoke) and the one time in Class B (Dulles), ATC has never commented on getting a poor signal. Jack Phillips NX899JP Smith Mountain Lake, Virginia _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jack Sent: Friday, January 25, 2013 6:49 AM Subject: Re: Pietenpol-List: Avionics Placement Thanks Jack, did you mount your antenna upside down? Also it was pointed out by Santiago in a separate email to keep the spar clear for the aileron balance cable... Sent from my iPad Jack Textor On Jan 24, 2013, at 8:15 PM, "Jack Phillips" wrote: No reason at all, Jack. That's what I did. I also put the transponder antenna inside the wing, just outboard of the centersection mounted on a 6" diameter aluminum groundplane. Works just fine. Jack Phillips NX899JP Smith Mountain Lake, Virginia _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jack Sent: Thursday, January 24, 2013 7:55 PM Subject: Pietenpol-List: Avionics Placement Good evening all, My transponder is mounted in the center section. Is there any reason to NOT locate the encoder close by? Thanks! <<...>> <<...>> Jack Textor Des Moines, IA ================================== >http://www.matronics.com/Navigator?Pietenpol-List ================================== cs.com ================================== matronics.com/contribution ================================== ________________________________________________________________________________
Subject: Re: How do we increase safety?
From: "jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: Jan 25, 2013
Bob, I have been out flying and had not had a chance to respond to your post until now. It was a great article and thanks for doing the leg work of researching the records. You have done all of us a real service. The NTSB may do things differently with the record keeping of experimental aircraft, but it is hard to argue with a report of fuel shutoff valves in an unreachable place, or passengers stepping on the rudder. I think all of your bullet points are reasonable, and should be considered by all of us. One bullet point I might add is this - when planning your build, always plan for the worst. Had the guy that put the fuel shutoff in the cockpit thought that way, he would have made sure he had access at all times to the valve, not just at start up. In my build, how does that apply? Routing of fuel lines and the construction of the fuel tank are big concerns for me. Making sure that if I have an off field landing, or the gear collapses, the fuel lines are stout enough to take the forces and making sure my tank and fuel system are not affected by the deteriorating effects of ethanol. No, I do not plan to use ethanol fuel in my airplane, but what if it is inadvertently introduced? I am planning for the worst. Just one example. Again, nice job, Bob. P.S. Are there any areas of construction that weasel oil is beneficial? How about weasel varnish? [Laughing] -------- Semper Fi, Terry Hand Athens, GA Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393027#393027 ________________________________________________________________________________
From: "Robert Gow" <rgow(at)avionicsdesign.ca>
Subject: Avionics Placement
Date: Jan 25, 2013
Just be careful to insure the static port is routed somewhere where the pressure is subject to local affects. Vented to the cockpit is best I imagine. From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jack Sent: January 24, 2013 7:55 PM Subject: Pietenpol-List: Avionics Placement Good evening all, My transponder is mounted in the center section. Is there any reason to NOT locate the encoder close by? Thanks! <<...>> <<...>> Jack Textor Des Moines, IA ________________________________________________________________________________
From: TGSTONE236(at)aol.com
Date: Jan 25, 2013
Subject: TRANSPONDER MOUNT
EVERYONE HAS A DIFFERENT WAY OF DOING THINGS. MY TRANSPONDER MOUNTING. I HAVE AN ALUMINUM COVER OVER MY FUEL TANK AND THE KT76 ANTENNA IS MOUNTED TO IT TED STONE ________________________________________________________________________________
From: "Barnwell Regional Airport" <barnwellairport(at)bellsouth.net>
Subject: Comparison test between Pietenpol airfoil and Riblett
airfoil
Date: Jan 25, 2013
Fellow Pietenpoler's, For some time, Don Harper and I had planned to write up the results of a "head to head" test comparing the Pietenpol airfoil to the Riblett airfoil. To the best of our knowledge, no one else has conducted the same type testing. The write up is self explanatory as to our methods. Remember, testing is ongoing and will continue. The various numbers you see now very likely will change as we do further testing. Updated results will be posted when we have something worthwhile to add.. Our intend, is to share the information with the Piet community, not to start an argument. thank you, P. F. Beck Don Harper Barnwell, S. C. ________________________________________________________________________________
Subject: Re: Comparison test between Pietenpol airfoil and Riblett
airfoi
From: "AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: Jan 25, 2013
Very cool stuff. Just the way I would do it. Keep up the good work and have fun doing it. Great info. Thank you, -------- Scott Liefeld Flying N11MS since March 1972 Steel Tube C-85-12 Wire Wheels Brodhead in 1996 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393044#393044 ________________________________________________________________________________
Subject: Re: No Title
From: "taildrags" <taildrags(at)hotmail.com>
Date: Jan 25, 2013
John: you're kidding, right? You're not going to sell the Piet that you're just about ready to fly??!! -------- Oscar Zuniga Medford, OR Air Camper NX41CC "Scout" A75 power Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393045#393045 ________________________________________________________________________________
From: TGSTONE236(at)aol.com
Date: Jan 25, 2013
Subject: Re: TRANSPONDER MOUNT
THE CENTER SECTION IS ON SAW HORSES UP SIDE DOWN AS YOU CAN SEE THE CABINE ATTACH BRACKETS THERE ALSO. ON THE TRANSPONDERS THE CONTROL KNOB IS ON THE LEFT HAND SIDE.IF YOU LOOK CLOSELY YOU WILL REALIZE THAT I AM CORRECT. NO I WON'T ANY TROUBLE READING THE UNIT. I'LL POST PIC TURES LATER SHOWING RIGHT SIDE UP. TED In a message dated 1/25/2013 12:51:35 P.M. Eastern Standard Time, TOMS(at)mcpcity.com writes: --> Pietenpol-List message posted by: "TOM STINEMETZE" I hate to mention this Ted, but unless you are dyslexic in the vertical dimension, you are going to have problems reading the dials on that thing. 8^] Stinemetze do not archive >>> 1/25/2013 11:10 AM >>> EVERYONE HAS A DIFFERENT WAY OF DOING THINGS. MY TRANSPONDER MOUNTING. I HAVE AN ALUMINUM COVER OVER MY FUEL TANK AND THE KT76 ANTENNA IS MOUNTED TO IT TED STONE ________________________________________________________________________________
Date: Jan 25, 2013
From: "TOM STINEMETZE" <TOMS(at)mcpcity.com>
Subject: Re: TRANSPONDER MOUNT
Ted: You are right, of course - the transponder is upside down which makes it right side up. But where is the fun in that? I am curious, though, if you were able to pick up a used transponder and encoder for a not too ridiculous price? I have followed a few on eBay and wondered if I was going to have to hock my motorcycle or my wife to purchase one. Stinemetze N328X >>> 1/25/2013 2:48 PM >>> THE CENTER SECTION IS ON SAW HORSES UP SIDE DOWN AS YOU CAN SEE THE CABINE ATTACH BRACKETS THERE ALSO. ON THE TRANSPONDERS THE CONTROL KNOB IS ON THE LEFT HAND SIDE.IF YOU LOOK CLOSELY YOU WILL REALIZE THAT I AM CORRECT. NO I WON'T ANY TROUBLE READING THE UNIT. I'LL POST PIC TURES LATER SHOWING RIGHT SIDE UP. TED ________________________________________________________________________________
From: Gerry Holland <gholland@content-stream.co.uk>
Subject: TRANSPONDER
Date: Jan 25, 2013
Tom A really neat Unit is from TRIG. The encoder is built in, it's low current drainage, small and lightweight. It's also Mode S. Take a look. http://www.aircraftspruce.com/catalog/avpages/trigtt21.php?clickkey=9973 Regards Gerry ________________________________________________________________________________
Subject: Re: Comparison test between Pietenpol airfoil and Riblett
airfoil
From: Jack <jack(at)textors.com>
Date: Jan 25, 2013
Beautiful ships! Sent from my iPad Jack Textor On Jan 25, 2013, at 1:56 PM, "Barnwell Regional Airport" wrote: > Fellow Pietenpoler's, > > For some time, Don Harper and I had planned to write up the results of a " head to head" test comparing the Pietenpol airfoil to the Riblett airfoil. T o the best of our knowledge, no one else has conducted the same type testing . > > The write up is self explanatory as to our methods. > > Remember, testing is ongoing and will continue. The various numbers you s ee now very likely will change as we do further testing. Updated results wi ll be posted when we have something worthwhile to add.. > > Our intend, is to share the information with the Piet community, not to st art an argument. > > thank you, > > P. F. Beck > Don Harper > Barnwell, S. C. > > > > ________________________________________________________________________________
From: TGSTONE236(at)aol.com
Date: Jan 25, 2013
Subject: TRANSPONDER
KEN, THE REASON I LEAVE THE CAP LOCK DOWN IS I HUNT AHD PECK TYPING MAKING IT EASIER FOR ME SOME OF US OLD(75) FOLKS NEVER TOOK TYPING OR KEYBOARD IF THAT IS POLITICALLY CORRECT. TOM, I HAD THIS KT76 FOR YEARS IN MY BEECH A-23.AN A&P BUDDY AND I WENT THROUGH MY PLANE YEARS AGO FROM A TO Z. THE KT 76 WOULD NOT TRANSMIT. I ORDERED A GARMIN 320 FOR IT.WHEN STARTED TO CONVERT WE FOUND THE ANTENNA UNPLUGED. NOT WANTING THE WIFE TO KNOW, WE INSTALLED THE NEW UNIT AND KEPT QUIET ABOUT IT.THAT IS MY REASON FOR THE KT 76.IT IS BEST SOMETIMES WHAQT GOES ON IN THE HANGER STAYS IN THE HANGER. TED BUILDING CORVAIR POWERED WITH DAN'S 5TH BEARING ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 25, 2013
Subject: a low spot in Tom's fuel line tubing
Tom, Great progress you're making and sorry you live in an area where you need a transponder but looks like you've done a nice installation. On another note it appears you've built a low spot into your tubing coming out of your fuel line. From what I remember in the Tony Bingelis books, fuel lines should all angle downhill (like gutt ers) until they hit the gascolator at the low point and then you can route the line up to the carb. Glad you are on the list and even better that at 75 year old guy is using e -mail. Way to go. Mike C. Numquam Volavit in Classe ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 25, 2013
Subject: yes-- -Ted Stone's fuel tank
Right on that one Tom S.----- I meant that note to be about Ted Stone's fuel tank. Good catch. Mike C. ________________________________________________________________________________
From: TGSTONE236(at)aol.com
Date: Jan 25, 2013
Subject: FUEL TANK
THANKS FOR THE APPROVAL GUYS. I ALSO DON'T MIND CONSTRUCTIVE CRITICISM, THAT ALWAYS GIVES ME A CHANCE TO MAKE IT RIGHT. TED STONE ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 25, 2013
Subject: Pietenpol airfoil and Riblett airfoil
UC5GLiwNCg0KSXQgc291bmRzIHRvIG1lIGFzIGlmIHlvdeKAmXJlIHRyeWluZyB0byBzdGFydCBh biBhcmd1bWVudOKApi4gICAoS0lERElORyEhISkNCg0KV29uZGVyZnVsIHdyaXRlIHVwIGFuZCB0 aGFuayB5b3UgZm9yIHNoYXJpbmcgd2hhdCB5b3XigJl2ZSBmb3VuZCB3aXRoIHlvdSBhbmQgeW91 ciBmcmllbmRzIGJlYXV0aWZ1bA0KYWlycGxhbmVzLiAgTG9vayBmb3J3YXJkIHRvIGhlYXJpbmcg YWJvdXQgbW9yZSByZXN1bHRzIGFzIHlvdSBvYnRhaW4gdGhlbS4gICBTb3VuZHMgbGlrZSBhIEJy b2RoZWFkDQpGb3J1bSBpbiB0aGUgbWFraW5nLiAgIE5pY2Ugd29yayBhbmQgZWZmb3J0Lg0KDQpN aWtlIEMuDQoNCg0KDQo9M0Q9M0Q9M0Q9M0Q9M0QNCg0KDQo ________________________________________________________________________________
Date: Jan 25, 2013
From: Jim Boyer <boyerjrb(at)comcast.net>
Subject: Re: Comparison test between Pietenpol airfoil and Riblett
airfoil HI P.F. Thanks for the information; it was interesting and will be looking for more in the future. Jim B. ________________________________________________________________________________
Date: Jan 25, 2013
Subject: Re: No Title
From: John Kuhfahl <kuhlcouper(at)gmail.com>
Life got in the way On Fri, Jan 25, 2013 at 2:35 PM, taildrags wrote: > > John: you're kidding, right? You're not going to sell the Piet that > you're just about ready to fly??!! > > -------- > Oscar Zuniga > Medford, OR > Air Camper NX41CC "Scout" > A75 power > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=393045#393045 > > -- John Kuhfahl, Lt Col USAF (Ret), President, KUHLCOUPER LLC ________________________________________________________________________________
From: TGSTONE236(at)aol.com
Date: Jan 25, 2013
Subject: CENTER SECTION
CENTER SECTION RIGHT SIDE UP SHOWING KT76 IN CORRECT POSITION CENTER SECTION SHOWING TANK COVER WITH TRANSPONDER ANTENNA MOUNTED TED STONE ________________________________________________________________________________
Subject: Re: Comparison test between Pietenpol airfoil and Riblett
airfoi
From: "Bill Church" <billspiet(at)sympatico.ca>
Date: Jan 25, 2013
PF and Don, Excellent work. Thanks for sharing. This is exactly the type of comparison that has been needed to provide some clear, unbiased information. The fact that the two aircraft are so similar is key. The only thing that I can see skewing the results is that the Riblett wing appears to be red. :) Looking forward to seeing the next phase of results, as Don's plane gets "broken in". Bill C. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393074#393074 ________________________________________________________________________________
Subject: Re: Comparison test between Pietenpol airfoil and Riblett
airfoi
From: "Mark Roberts" <mark.rbrts1(at)gmail.com>
Date: Jan 25, 2013
And we all know that red makes cars and planes fly faster. So that might account for the rpm difference between the two planes :) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393076#393076 ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: Comparison test between Pietenpol airfoil and Riblett
airfoil
Date: Jan 26, 2013
Very interesting, PF. Please keep us updated. I must admit, I expected to see some advantage to the Riblett, but there doesn't appear to be much if any. Perhaps further testing will reveal something. Otherwise it looks like, once again, that old Pietenpol fellow really knew what he was doing when he designed this airplane. I agree with Mike Cuy - looks like this would be an excellent topic for a forum at Brodhead. Jack Phillips NX899JP Smith Mountain Lake, Virginia _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Barnwell Regional Airport Sent: Friday, January 25, 2013 2:56 PM Subject: Pietenpol-List: Comparison test between Pietenpol airfoil and Riblett airfoil Fellow Pietenpoler's, For some time, Don Harper and I had planned to write up the results of a "head to head" test comparing the Pietenpol airfoil to the Riblett airfoil. To the best of our knowledge, no one else has conducted the same type testing. The write up is self explanatory as to our methods. Remember, testing is ongoing and will continue. The various numbers you see now very likely will change as we do further testing. Updated results will be posted when we have something worthwhile to add.. Our intend, is to share the information with the Piet community, not to start an argument. thank you, P. F. Beck Don Harper Barnwell, S. C. ________________________________________________________________________________
Subject: Re: FUEL TANK
From: "Bill Church" <billspiet(at)sympatico.ca>
Date: Jan 26, 2013
Ted, Rather than typing everything with Caps Lock on, why not just type everything in lower case, and not worry about capitalization of letters? IT'S JUST HARDER TO READ WHEN EVERYTHING IS IN CAPITAL LETTERS, AND IT FEELS AS THOUGH THE READER IS BEING SHOUTED AT. see what i mean? Just a thought. Bill C. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393082#393082 ________________________________________________________________________________
Date: Jan 26, 2013
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Re: Comparison test between Pietenpol airfoil and Riblett
airfoil This is good intel. and I am glad that someone has spent the time to do suc h work for the benefit of all of us.- - -I am currently covering and painting my Riblett 612 wings. I had always planned to use VGs since building the ribs four years ago.- I am very int erested in what VGs you used and what if any, suggestions you have for thei r placement and installation process.- What type paint did you use on the wing and how well do the VGs stick to said paint? Did you roughen up the a rea of paint where the VGs attached?- Any insight would be greatly apprec iated as I will be installing the VGs prior to attaching the wing the the A C. Michael Perez Pietenpol HINT Videos Karetaker Aero www.karetakeraero.com ________________________________________________________________________________
From: Kip and Beth Gardner <kipandbeth(at)earthlink.net>
Subject: Re: Comparison test between Pietenpol airfoil and Riblett
airfoil
Date: Jan 26, 2013
PF, I am very appreciative of what you guys have done with this report. Real data is always better than opinion when trying to assess things like performance. My project has been stalled for several years thanks to a number of factors, not the least of which being trying to turn an old, worn-out farm into a working, profitable one (and holding down a part time teaching job at the same time to pay the bills while we get the farm on its feet), but I will be moving on to making ribs and wings in the next couple of years, and I've been contemplating which way to go. As far as performance goes, I'm a bit surprised to see such minor differences. I wonder how much the VG's on your wing contribute to performance? It would be interesting to learn whether or not that's a significant factor in the performance of your wing. The other difference I'm thinking about is that, when using a center section fuel tank, which I'm planning to do, I think the Riblett has more potential capacity. When using a Corvair, that may be a consideration, since it has a higher fuel consumption rate than an A-65. The other issue that your work does not address (and I'm not sure it can, but maybe you'll look at this later) is the potential difference in CG envelope on comparable planes. Kip Gardner On Jan 25, 2013, at 2:56 PM, Barnwell Regional Airport wrote: > Fellow Pietenpoler's, > > For some time, Don Harper and I had planned to write up the results > of a "head to head" test comparing the Pietenpol airfoil to the > Riblett airfoil. To the best of our knowledge, no one else has > conducted the same type testing. > > The write up is self explanatory as to our methods. > > Remember, testing is ongoing and will continue. The various numbers > you see now very likely will change as we do further testing. > Updated results will be posted when we have something worthwhile to > add.. > > Our intend, is to share the information with the Piet community, not > to start an argument. > > thank you, > > P. F. Beck > Don Harper > Barnwell, S. C. Panel (Small).JPG> ________________________________________________________________________________
From: Dan Yocum <yocum137(at)gmail.com>
Subject: Re: Comparison test between Pietenpol airfoil and Riblett
airfoil
Date: Jan 26, 2013
What about the vortex generators? That's a major difference in my opinion. I 'd like to see the same number and type of vortex generators put on the 612 t o see if there's a difference. Also, were the gross weights at take off the same? Maybe I missed that in t he text. Great information! Thanks for doing this. Dan -- Dan Yocum yocum137(at)gmail.com On Jan 26, 2013, at 6:17 AM, "Jack Phillips" wrote: > Very interesting, PF. Please keep us updated. I must admit, I expected t o see some advantage to the Riblett, but there doesn=99t appear to be m uch if any. Perhaps further testing will reveal something. Otherwise it lo oks like, once again, that old Pietenpol fellow really knew what he was doin g when he designed this airplane. > > I agree with Mike Cuy =93 looks like this would be an excellent topi c for a forum at Brodhead. > > Jack Phillips > NX899JP > Smith Mountain Lake, Virginia > > From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-li st-server(at)matronics.com] On Behalf Of Barnwell Regional Airport > Sent: Friday, January 25, 2013 2:56 PM > To: pietenpol-list(at)matronics.com > Subject: Pietenpol-List: Comparison test between Pietenpol airfoil and Rib lett airfoil > > Fellow Pietenpoler's, > > For some time, Don Harper and I had planned to write up the results of a " head to head" test comparing the Pietenpol airfoil to the Riblett airfoil. T o the best of our knowledge, no one else has conducted the same type testing . > > The write up is self explanatory as to our methods. > > Remember, testing is ongoing and will continue. The various numbers you s ee now very likely will change as we do further testing. Updated results wi ll be posted when we have something worthwhile to add.. > > Our intend, is to share the information with the Piet community, not to st art an argument. > > thank you, > > P. F. Beck > Don Harper > Barnwell, S. C. > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
From: Kip and Beth Gardner <kipandbeth(at)earthlink.net>
Subject: Re: Comparison test between Pietenpol airfoil and Riblett
airfoil
Date: Jan 26, 2013
Dan, that was part of my question. PF's wing (original Pietenpol) was the one with V.G.'s. I would think that would substantively change performance & I would like to see 2 additional 'experiments 9although PF says he's leaving his VG's on, so one experiment would have to be with another, comparable plane). First, a comparison of Don's plane to a plane with a 'clean' Pietenpol airfoil, and secondly, as you suggest, a comparison of PF's plane with Don's after putting VG's on Don's wing. It appeared from what PF wrote that they made a good effort to make sure that takeoff weights were as close to the same as practical. Kip Gardner On Jan 26, 2013, at 12:24 PM, Dan Yocum wrote: > What about the vortex generators? That's a major difference in my > opinion. I'd like to see the same number and type of vortex > generators put on the 612 to see if there's a difference. > > Also, were the gross weights at take off the same? Maybe I missed > that in the text. > > Great information! Thanks for doing this. > > Dan > > > -- > Dan Yocum > yocum137(at)gmail.com > > On Jan 26, 2013, at 6:17 AM, "Jack Phillips" > wrote: > >> Very interesting, PF. Please keep us updated. I must admit, I >> expected to see some advantage to the Riblett, but there doesn=92t >> appear to be much if any. Perhaps further testing will reveal >> something. Otherwise it looks like, once again, that old Pietenpol >> fellow really knew what he was doing when he designed this airplane. >> >> I agree with Mike Cuy ' looks like this would be an excellent topic >> for a forum at Brodhead. >> >> Jack Phillips >> NX899JP >> Smith Mountain Lake, Virginia >> >> From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com >> ] On Behalf Of Barnwell Regional Airport >> Sent: Friday, January 25, 2013 2:56 PM >> To: pietenpol-list(at)matronics.com >> Subject: Pietenpol-List: Comparison test between Pietenpol airfoil >> and Riblett airfoil >> >> Fellow Pietenpoler's, >> >> For some time, Don Harper and I had planned to write up the results >> of a "head to head" test comparing the Pietenpol airfoil to the >> Riblett airfoil. To the best of our knowledge, no one else has >> conducted the same type testing. >> >> The write up is self explanatory as to our methods. >> >> Remember, testing is ongoing and will continue. The various >> numbers you see now very likely will change as we do further >> testing. Updated results will be posted when we have something >> worthwhile to add.. >> >> Our intend, is to share the information with the Piet community, >> not to start an argument. >> >> thank you, >> >> P. F. Beck >> Don Harper >> Barnwell, S. C. >> >> >> ======================== >> >http://www.matronics.com/Navigator?Pietenpol-List >> ======================== >> cs.com >> ======================== >> matronics.com/contribution >> ======================== >> > > ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 26, 2013
Subject: chicken and ribs
I don't know about you guys but I was astounded with how incredibly well my Piet would climb when the engine was new for the first couple of years. Incredible performer really on only a 65 horse engine and the Piet airfoil. I'm really glad to see this news from PF develop so future builders can have a better set of knowledge when choosing which wing they want to use. I know one thing, keep the empty weight in the 630-660 range and you'll have a good performer with a fresh 65 Continental. Mike C. ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 26, 2013
Subject: vortex generators
Dan Yocum brings up the biggest point of all about the vortex generators. I've heard so many good things about them that if I could get over the vanity of how they look I might actually install them. Mike C. ________________________________________________________________________________
Subject: Each thread hasTWO buttons at the bottom.....
From: "tkreiner" <tkreiner(at)gmail.com>
Date: Jan 26, 2013
S, when you hit the one on the left, you leave the thread, along with a large group of us who are scratching our heads wondering what this "new post" means. The button to the right, however, allows you to reply, which maintains the integrity - so to speak- of the original thread. If your intent is to form a new thread, which is great, by all means do so, but it would be nicer to the vast majority of us if your REPLIES to a thread were done via the Reply button. Just sayin' -------- Tom Kreiner Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393094#393094 ________________________________________________________________________________
Subject: Re: chicken and ribs
From: "Don Emch" <EmchAir(at)aol.com>
Date: Jan 26, 2013
Mike, I couldn't agree more. The key to a good performing Piet is the old saying "simplicate and add lightness". The Piet is very affected by excess weight. Not only does extra weight hurt the climb, it also makes it more sluggish in the air at cruise speeds. It also raises the landing speed, which creates more stress on the gear because it is going faster with more weight. The airplane was designed to be simple and light. If you are still building, try really hard to resist the urge to add this and that. Try to keep it the simple and basic machine it was meant to be. Okay.... I'll quit now. :-) Don Emch NX899DE Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393101#393101 ________________________________________________________________________________
From: "Dortch, Steven D MAJ MIL USA NGB" <steven.d.dortch(at)us.army.mil>
Date: Jan 26, 2013
Subject: Re: chicken and ribs
Don, Sorry but the term in "Simplificate and add lightness." Steve "POEM associate member" D ----- Original Message ----- From: Don Emch <EmchAir(at)aol.com> Date: Saturday, January 26, 2013 19:20 Subject: Pietenpol-List: Re: chicken and ribs > > Mike, > > I couldn't agree more. The key to a good performing Piet is the old saying "simplicate and add lightness". The Piet is very affected > by excess weight. Not only does extra weight hurt the climb, it > also makes it more sluggish in the air at cruise speeds. It also > raises the landing speed, which creates more stress on the gear > because it is going faster with more weight. The airplane was > designed to be simple and light. If you are still building, try > really hard to resist the urge to add this and that. Try to keep > it the simple and basic machine it was meant to be. Okay.... I'll > quit now. :-) > > Don Emch > NX899DE > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=393101#393101 > > > > > > > > > > ________________________________________________________________________________
Subject: Re: chicken and ribs
From: "Don Emch" <EmchAir(at)aol.com>
Date: Jan 26, 2013
Thanks Steve. Didn't know there was such a word. I was going by the official use of "simplicate" in the old Buckeye Pietenpol Association Newsletter. :-) Don Emch NX899DE Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393104#393104 ________________________________________________________________________________
From: "Dortch, Steven D MAJ MIL USA NGB" <steven.d.dortch(at)us.army.mil>
Date: Jan 26, 2013
Subject: Re: Feul Tnak
Studies have shown that we do a much more efficient job reading lower case letters THAN ALL CAPS for extended reading. All Caps can be clearer if RESTRICTED to short segments. nOTE hOW tHE nEXT tO sECTIONS rEAD: WE CULOD SRACBMLE THE WRODS IN WTEHAVER FORM WE WSIH. AS LNOG AS WE AWLYAS MIATIANN THE ODRER OF THE FRIST AND LSAT LTTEER THE TEXT WLIL SLTIL MKAE SNESE. We culod sracbmle the wrods in wtehaver form we wsih. As lnog as we awlyas miatiann the odrer of the frist and lsat ltteer the txet wlil sltil mkae snese. with lower case letters we are able to look through the words and pick out the letters that stick up. We actually can read text that is quite scrambled as long as all the letters are there. ARMY ORDERS are still written in all caps. The root reason was to simplificate for the teletype. A much simpler system was required if you only had 26 letters (one case) plus 10 numbers. With both cases it was 52 letters plus 10 characters. No need to do it that way but the Army Standard is still to write major Orders in ALL CAPS. Hard to read. I would write your operations manual with both and do your placards in ALL CAPS. BLUE SKIES steve d Blue Skies, ----- Original Message ----- From: Bill Church <billspiet(at)sympatico.ca> Date: Saturday, January 26, 2013 8:54 Subject: Pietenpol-List: Re: FUEL TANK > > Ted, > Rather than typing everything with Caps Lock on, why not just type everything in lower case, and not worry about capitalization of letters? > > IT'S JUST HARDER TO READ WHEN EVERYTHING IS IN CAPITAL LETTERS, AND IT FEELS AS THOUGH THE READER IS BEING SHOUTED AT. > > see what i mean? > > Just a thought. > > Bill C. > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=393082#393082 > > > > > > > > > > ________________________________________________________________________________
From: "Dortch, Steven D MAJ MIL USA NGB" <steven.d.dortch(at)us.army.mil>
Date: Jan 26, 2013
Subject: Re: chicken and ribs
I am also resurrecting YE OLDE TEXIAN WORD Arriven. For example a text could read "Flight was great, we have arriven at Broadhead." Blue Skies, Steve D Founding member of the Society to stamp out and abolish redundant redundancies, Association. ----- Original Message ----- From: Don Emch <EmchAir(at)aol.com> Date: Saturday, January 26, 2013 20:59 Subject: Pietenpol-List: Re: chicken and ribs > > Thanks Steve. Didn't know there was such a word. I was going by the official use of "simplicate" in the old Buckeye Pietenpol > Association Newsletter. :-) > > Don Emch > NX899DE > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=393104#393104 > > > > > > > > > > ________________________________________________________________________________
Subject: Re: chicken and ribs
From: "Bill Church" <billspiet(at)sympatico.ca>
Date: Jan 26, 2013
The quote that I've seen is "Simplicate and add lightness", and is attributed to William Stout, designer of the Ford Trimotor. >From Wikipedia (so it must be true :) ): Stout is remembered for his Farberistic engineering credo, "Simplicate and add more lightness." This would later become best known as the adopted maxim of Colin Chapman of Lotus Cars. It actually originated with Stout's designer Gordon Hooton. In the spirit of the quote, "simplicate" makes more sense than "simplificate", if for no reason other than it has one syllable less. Bill C. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393107#393107 ________________________________________________________________________________
Subject: Two buttons
From: "Bill Church" <billspiet(at)sympatico.ca>
Date: Jan 26, 2013
Tom, good point. :) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393109#393109 ________________________________________________________________________________
Subject: Re: Two buttons
From: "tkreiner" <tkreiner(at)gmail.com>
Date: Jan 26, 2013
NOOOOOOOOOO! Not like this! Hit the OTHER Button! -------- Tom Kreiner Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393112#393112 ________________________________________________________________________________
Subject: buttons
From: "Bill Church" <billspiet(at)sympatico.ca>
Date: Jan 26, 2013
Okay. I get it. :) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393113#393113 ________________________________________________________________________________
From: "G Hansen" <ghans@cable-lynx.net>
Subject: Re: chicken and ribs
Date: Jan 26, 2013
I have a copy of "The Speed Seekers" by Thomas G. Foxworth . On Page 83 there is a bit on William B. Stout, designer of the Ford Tri-Motor transports. I quote exactly: "His lifelong doctrine was 'simplicate and add lightness.'" So we can assume that he coined the expression, and it certainly holds true even today. Cheers, Graham Hansen (Pietenpol CF-AUN in chilly, snowy Alberta, Canada) -----Original Message----- From: Dortch, Steven D MAJ MIL USA NGB Sent: Saturday, January 26, 2013 7:25 PM Subject: Re: Pietenpol-List: Re: chicken and ribs Don, Sorry but the term in "Simplificate and add lightness." Steve "POEM associate member" D ----- Original Message ----- From: Don Emch <EmchAir(at)aol.com> Date: Saturday, January 26, 2013 19:20 Subject: Pietenpol-List: Re: chicken and ribs > > Mike, > > I couldn't agree more. The key to a good performing Piet is the old > saying "simplicate and add lightness". The Piet is very affected > by excess weight. Not only does extra weight hurt the climb, it > also makes it more sluggish in the air at cruise speeds. It also > raises the landing speed, which creates more stress on the gear > because it is going faster with more weight. The airplane was > designed to be simple and light. If you are still building, try > really hard to resist the urge to add this and that. Try to keep > it the simple and basic machine it was meant to be. Okay.... I'll > quit now. :-) > > Don Emch > NX899DE > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=393101#393101 > > ----- No virus found in this message. Checked by AVG - www.avg.com ________________________________________________________________________________
From: "Dortch, Steven D MAJ MIL USA NGB" <steven.d.dortch(at)us.army.mil>
Date: Jan 26, 2013
Subject: Re: chicken and ribs
Irregardless Bill, I will Endeavor to persevere in pushing my spelling. I will pursue it ;until it has reached leveliddity with the other word in use. One of my favorite terms in aviation is "Cheap, fast, or efficient! pick two!" That points to the "envelope" and the only way to truly expand the envelope is to put money in it. Blue "Simplified" Skies, Steve D ----- Original Message ----- From: Bill Church <billspiet(at)sympatico.ca> Date: Saturday, January 26, 2013 21:46 Subject: Pietenpol-List: Re: chicken and ribs > > The quote that I've seen is "Simplicate and add lightness", and is attributed to William Stout, designer of the Ford Trimotor. > > >From Wikipedia (so it must be true :) ): > > Stout is remembered for his Farberistic engineering credo, "Simplicate and add more lightness." This would later become best known as the adopted > maxim of Colin Chapman of Lotus Cars. It actually originated with > Stout's designer Gordon Hooton. > > In the spirit of the quote, "simplicate" makes more sense than > "simplificate", if for no reason other than it has one syllable less. > > Bill C. > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=393107#393107 > > > > > > > > > > ________________________________________________________________________________
Subject: Re: Cross wind component
From: "TriScout" <apfelcyber(at)yahoo.com>
Date: Jan 27, 2013
sorry for the late reply(in Germany).... Yes.. "Airnut" ....in my time it was under the old name, but I understand it as Airnet now. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393116#393116 ________________________________________________________________________________
Subject: Re: chicken and ribs
From: Gene Rambo <generambo(at)msn.com>
Date: Jan 27, 2013
Since you corrected B Church, I have to point out "irregardless"! is not a word. It is "regardless" Gene On Jan 26, 2013, at 11:30 PM, "Dortch, Steven D MAJ MIL USA NGB" wrote: > > Irregardless Bill, I will Endeavor to persevere in pushing my spelling. I will pursue it ;until it has reached leveliddity with the other word in use. > > One of my favorite terms in aviation is "Cheap, fast, or efficient! pick two!" That points to the "envelope" and the only way to truly expand the envelope is to put money in it. > > Blue "Simplified" Skies, > Steve D > > ----- Original Message ----- > From: Bill Church <billspiet(at)sympatico.ca> > Date: Saturday, January 26, 2013 21:46 > Subject: Pietenpol-List: Re: chicken and ribs > To: pietenpol-list(at)matronics.com > > >> >> The quote that I've seen is "Simplicate and add lightness", and is attributed to William Stout, designer of the Ford Trimotor. >> >>> From Wikipedia (so it must be true :) ): >> >> Stout is remembered for his Farberistic engineering credo, "Simplicate and add more lightness." This would later become best known as the adopted >> maxim of Colin Chapman of Lotus Cars. It actually originated with >> Stout's designer Gordon Hooton. >> >> In the spirit of the quote, "simplicate" makes more sense than >> "simplificate", if for no reason other than it has one syllable less. >> >> Bill C. >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=393107#393107 > > > > > ________________________________________________________________________________
From: "Jack Phillips" <pietflyr(at)bellsouth.net>
Subject: Re: chicken and ribs
Date: Jan 27, 2013
Actually I've always preferred "Disirregardless" it just sort of sums it up. Jack Phillips NX899JP Smith Mountain Lake, Virginia -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Gene Rambo Sent: Sunday, January 27, 2013 5:42 AM Subject: Re: Pietenpol-List: Re: chicken and ribs Since you corrected B Church, I have to point out "irregardless"! is not a word. It is "regardless" Gene On Jan 26, 2013, at 11:30 PM, "Dortch, Steven D MAJ MIL USA NGB" wrote: > > Irregardless Bill, I will Endeavor to persevere in pushing my spelling. I will pursue it ;until it has reached leveliddity with the other word in use. > > One of my favorite terms in aviation is "Cheap, fast, or efficient! pick two!" That points to the "envelope" and the only way to truly expand the envelope is to put money in it. > > Blue "Simplified" Skies, > Steve D > > ----- Original Message ----- > From: Bill Church <billspiet(at)sympatico.ca> > Date: Saturday, January 26, 2013 21:46 > Subject: Pietenpol-List: Re: chicken and ribs > To: pietenpol-list(at)matronics.com > > >> >> The quote that I've seen is "Simplicate and add lightness", and is attributed to William Stout, designer of the Ford Trimotor. >> >>> From Wikipedia (so it must be true :) ): >> >> Stout is remembered for his Farberistic engineering credo, "Simplicate and add more lightness." This would later become best known as the adopted >> maxim of Colin Chapman of Lotus Cars. It actually originated with >> Stout's designer Gordon Hooton. >> >> In the spirit of the quote, "simplicate" makes more sense than >> "simplificate", if for no reason other than it has one syllable less. >> >> Bill C. >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=393107#393107 > > > > > ________________________________________________________________________________
Subject: Re: vortex generators
From: "jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: Jan 27, 2013
Paul, No Link. Can you repost, please? Thanks. -------- Semper Fi, Terry Hand Athens, GA Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393124#393124 ________________________________________________________________________________
Subject: Re: Comparison test between Pietenpol airfoil and Riblett
airfoil
From: helspersew(at)aol.com
Date: Jan 27, 2013
Otherwise it looks like, once again, that old Pietenpol fellow really knew what he was doing when he designed this airplane. Was never drawn to the siren's song of changing the airfoil shape on the Pi et. Especially because all the so-called advantages were strictly theoretic al (except for one man's anecdotal experience). After all, I was building a PIETENPOL (caps intended). Why do we always try to make it "a little bette r"? (I myself am guilty of this, at a very low level of course). This is su ch a major change in my opinion. The bad thing about using the Riblett, is that when all is said and done there will always and forever be that naggin g voice in the back of your mind that wants to know if it really would have been "better"..... left the way it was :O). There are some changes to the design that are incorporated by individuals that have practical reasons. A three-piece wing is easier to transport and fit into a shop......4130 is mo re readily available......wing struts of the original type cannot be obtain ed.....seat belts will keep you from dying. But changing the basic airfoil shape seems maybe, one step too many. If the Riblett is OK, then why not a J-3 wing? Why not landing gear from a Cub? And that may lead to the dreaded ............GN-1!!!!!! Dan Helsper Puryear, TN (dodging flames) ________________________________________________________________________________
Subject: Re: Cross wind component
From: "TriScout" <apfelcyber(at)yahoo.com>
Date: Jan 27, 2013
shad...I heard a lot of them later went to fluxjet...feel free to Prime Minister me if you want to toss a few names around. I know the ones that were there in 80's/early 90's... Ler Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393128#393128 ________________________________________________________________________________
From: "Gary Boothe" <gboothe5(at)comcast.net>
Subject: Re: Cross wind component
Date: Jan 27, 2013
Since the string was deleted, I have absolutely no clue what this comment is about... Gary Boothe NX308MB -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TriScout Sent: Sunday, January 27, 2013 6:15 AM Subject: Pietenpol-List: Re: Cross wind component shad...I heard a lot of them later went to fluxjet...feel free to Prime Minister me if you want to toss a few names around. I know the ones that were there in 80's/early 90's... Ler Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393128#393128 ________________________________________________________________________________
From: "Barnwell Regional Airport" <barnwellairport(at)bellsouth.net>
Subject: Location to buy vortex generators Re. Comparrison test
Pietenpol-Riblett airfoils
Date: Jan 27, 2013
Fellow Pietenpol fans, A number of you have asked about where to find vortex generators. I bought the vortex generators on my Piet from www.landshorter.com out in Idaho. Found them on the internet. Price was $100 eight years ago. Very easy to install. I'm not promoting them one way or another . You decide if they are right for you. Testing is and will continue on Don's plane as weather allows.We worked on correcting the erratic airspeed readings yesterday afternoon. Getting better. We will not post any more results until we have some refined numbers to share. Remember, our intent is to share information so that you can make an informed choice as to which airfoil suits your needs. Thanks and keep the discussion going. P. F. Beck Barnwell, S. C. ________________________________________________________________________________
From: "Dortch, Steven D MAJ MIL USA NGB" <steven.d.dortch(at)us.army.mil>
Date: Jan 27, 2013
Subject: Re: chicken and ribs and words and I did something
cool. I use this definition of regard: to have or show respect or concern for. to think highly of; esteem. to take into account; consider. So Regardless means not to take into account. Irregardless means to not not take in to account Therefor it means regard. So Disirregardless means to not take into account. I like it! it adds meaning and depth Really I would like y'all to please stop helping me not help you! Blue Skies, Steve D ________________________________________________________________________________
From: "Dortch, Steven D MAJ MIL USA NGB" <steven.d.dortch(at)us.army.mil>
Date: Jan 27, 2013
Subject: Neat thing
OT Yesterday I did one of the neatest things I have ever done. I took a wounded warrior for a flight in my Vtail. Ben lost both legs and his right arm to an IED. He has a great attitude. He rolled his chair up to the rear of my wing. Drug himself onto the wing. I had to get in first and he used a seat pad to get over the door frame and into the right seat. Not one complaint, just "how do I do this?" Good takeoff and flew out away from San Antonio. I explained Pull go up, push go down, turn right go right and turn left, go left. I asked it he understood and when Ben said yes, I surprised him by Throwing him the yoke (the Bonanza has a single control that will "throw over" from left to right seat. He looked surprised but was not reluctant to take the controls. I had him fly for about 25 min and then we returned to base. He loved it. Next week, weather permitting, John Kuhfahl will give him a ride in his Ercoupe and I will give his wife a ride in my plane. I mentioned him getting his Sport pilot ticket and told him "if you are healthy enough to drive you can fly." One of his next steps is to get prosthetics and they will modify his Ford F150 so that he can drive it. He currently drives a Polaris Razor that is modified with a "suicide knob" and an adapter so that his stump can work the throttle and brakes. Blue Skies, Steve D ________________________________________________________________________________
From: <don.h(at)wcoil.com>
Subject: Re: Neat thing
Date: Jan 27, 2013
GOOD ON YOU MAJ Steve 73s w8zrz -----Original Message----- From: Dortch, Steven D MAJ MIL USA NGB Sent: Sunday, January 27, 2013 11:11 AM Subject: Pietenpol-List: Neat thing OT Yesterday I did one of the neatest things I have ever done. I took a wounded warrior for a flight in my Vtail. Ben lost both legs and his right arm to an IED. He has a great attitude. He rolled his chair up to the rear of my wing. Drug himself onto the wing. I had to get in first and he used a seat pad to get over the door frame and into the right seat. Not one complaint, just "how do I do this?" Good takeoff and flew out away from San Antonio. I explained Pull go up, push go down, turn right go right and turn left, go left. I asked it he understood and when Ben said yes, I surprised him by Throwing him the yoke (the Bonanza has a single control that will "throw over" from left to right seat. He looked surprised but was not reluctant to take the controls. I had him fly for about 25 min and then we returned to base. He loved it. Next week, weather permitting, John Kuhfahl will give him a ride in his Ercoupe and I will give his wife a ride in my plane. I mentioned him getting his Sport pilot ticket and told him "if you are healthy enough to drive you can fly." One of his next steps is to get prosthetics and they will modify his Ford F150 so that he can drive it. He currently drives a Polaris Razor that is modified with a "suicide knob" and an adapter so that his stump can work the throttle and brakes. Blue Skies, Steve D ________________________________________________________________________________
From: "Dortch, Steven D MAJ MIL USA NGB" <steven.d.dortch(at)us.army.mil>
Date: Jan 27, 2013
Subject: OT well done water bomber video
http://player.vimeo.com/video/48642618 ________________________________________________________________________________
Subject: Re: vortex generators
From: "taildrags" <taildrags(at)hotmail.com>
Date: Jan 27, 2013
I have a set of VGs from Landshorter (http://www.landshorter.com/index.html) The price is very good, the VGs come with detailed instructions, and the parts are very well made (molded). I have not installed or flown them on Scout yet, but now that I think about it, with the wings sitting on tables at the moment, it may be just the right time to do it! I've already painted them yellow to match the wing and tail surfaces, so all I have to do is lay out the spacing and fasten them in place. Hmmm... -------- Oscar Zuniga Medford, OR Air Camper NX41CC "Scout" A75 power Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393154#393154 ________________________________________________________________________________
Subject: Re: Comparison test between Pietenpol airfoil and Riblett
airfo
From: "kevinpurtee" <kevin.purtee(at)us.army.mil>
Date: Jan 28, 2013
Well said, Dan. -------- Kevin "Axel" Purtee NX899KP Austin/San Marcos, TX Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393157#393157 ________________________________________________________________________________
Subject: Re: vortex generators
From: "AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: Jan 28, 2013
I have thought about putting those gizmo's on my plane too. I keep hearing how good they work. The part that bothers me is that sometimes after I return home from an afternoon of flying there is a 30 knot wind at my home airport. I think they would take away my ability to taxi or even land if I had them. Therefore I will use that money to buy more fuel so I can convert the fuel into noise which is converted into flight which is equal to pleasure/lower blood pressure. Oh yea, they also add to the empty weight. Keep them light, -------- Scott Liefeld Flying N11MS since March 1972 Steel Tube C-85-12 Wire Wheels Brodhead in 1996 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393159#393159 ________________________________________________________________________________
Subject: Re: How do we increase safety?
From: "kevinpurtee" <kevin.purtee(at)us.army.mil>
Date: Jan 28, 2013
Hi Bob - One quick comment about the "poor guy" who "ran out of fuel in cruise and made a successful landing off airport in a field." I, along with several hundred other people, watched him take off for that flight from a fly-in we were attending. His float gauge was indicating empty. Several people mentioned it to him. His partner asked him about it. Shelley offered to go get him gas. He said he didn't need any fuel. Some accident chains are easier to decipher than others. -------- Kevin "Axel" Purtee NX899KP Austin/San Marcos, TX Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393160#393160 ________________________________________________________________________________
Date: Jan 28, 2013
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Re: Comparison test between Pietenpol airfoil and
Riblett airfo Paul, a canard or winglets would look great on a Pietenpol. Michael Perez Pietenpol HINT Videos Karetaker Aero www.karetakeraero.com ________________________________________________________________________________
From: John Hofmann <jhofmann(at)reesgroupinc.com>
Subject: Re: Comparison test between Pietenpol airfoil and
Riblett airfo
Date: Jan 28, 2013
No they wouldn't. I actually think he is going to add a pair of bad 70s lambchop sideburns to the airplane. John Hofmann Vice-President, Information Technology The Rees Group, Inc. 2424 American Lane Madison, WI 53704 Phone: 608.443.2468 ext 150 Fax: 608.443.2474 Email: jhofmann(at)reesgroupinc.com On Jan 28, 2013, at 10:39 AM, Michael Perez wrote: > Paul, a canard or winglets would look great on a Pietenpol. > > Michael Perez > Pietenpol HINT Videos > Karetaker Aero > www.karetakeraero.com > > > > ________________________________________________________________________________
Date: Jan 28, 2013
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Pitot Tube Bend
Before installing the pitot tube to the wing, I am wondering if it would be worth bending the tube first. I have seen them both straight and bent and am curious if a bend would allow water to settle in on the bottom and allow "dry" air to flow into the indicator. (if getting cought in rain in flight ) Perhaps-in flight, the water will just get pushed in anyway.- Anyone have issues with the straight tube pitots and water? - Michael Perez Pietenpol HINT Videos Karetaker Aero www.karetakeraero.com ________________________________________________________________________________
Subject: A-65 prop in classifieds
From: "Pilot78" <wings.wheels29(at)yahoo.com>
Date: Jan 28, 2013
I saw this in our local aviation classifieds. Thought I would post, I know nothing of this prop just passing it along. http://www.ksl.com/index.php?nid=218&ad=23838197&cat=151&lpid=1&search Brian SLC - UT Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393203#393203 ________________________________________________________________________________
From: "Clif Dawson" <cdawson5854(at)shaw.ca>
Subject: Re: Comparison test between Pietenpol airfoil and
Riblett airfo
Date: Jan 28, 2013
Or catfish wiskers. Where did he say he lived? Clif As we acquire more knowledge, things do not become more comprehensible, but more mysterious. Albert Schweitzer. No they wouldn't. I actually think he is going to add a pair of bad 70s lambchop sideburns to the airplane. John Hofmann Paul, a canard or winglets would look great on a Pietenpol. Michael Perez ________________________________________________________________________________
Subject: Re: Comparison test between Pietenpol airfoil and Riblett
airfo
From: "biplan53" <biplan53(at)hotmail.com>
Date: Jan 28, 2013
I think I'll go with Cliff on the catfish wiskers!! -------- Building steel fuselage aircamper. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393215#393215 ________________________________________________________________________________
Subject: Wire wheels for sale $300
From: Bryce Reid <1rciokc(at)gmail.com>
Date: Jan 29, 2013
I have a set of wire wheels I am not going to use on my Pietenpol I thought s omeone might want them for there's $300 package and ready to ship, you pay the shipping They would ship from Oklahoma City 73132 You can call or email Bryce 405-226-3625 1rciokc(at)gmail.com

      
      
      
________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 29, 2013
Subject: February EAA issue- 1st flight article and Dick N's Piet
on page 55 TmljZSBpbi1mbGlnaHQgcGhvdG8gb2YgRGljayBOYXZyYXRpbOKAmXMgUm90ZWMgcG93ZXJlZCBQ aWV0ZW5wb2wgb24gUGFnZSA1NSBhbmQgYW4gYXJ0aWNsZSBhYm91dCBob21lYnVpbHQg4oCcZmly c3QgZmxpZ2h0c+KAnS4NCg0KDQoNCkZyb206IEVBQSBbbWFpbHRvOm1lbWJlcnNoaXBAZWFhLm9y Z10NClNlbnQ6IFR1ZXNkYXksIEphbnVhcnkgMjksIDIwMTMgMTI6MTggUE0NClRvOiBDdXksIE1p Y2hhZWwgRC4gKEdSQy1SWEQwKVtWYW50YWdlIFBhcnRuZXJzLCBMTENdDQpTdWJqZWN0OiBGZWJy dWFyeSBJc3N1ZSBvZiBFQUEgU3BvcnQgQXZpYXRpb24gaXMgTm93IE9ubGluZQ0KDQoNCkNoZWNr IG91dCB0aGUgbmV3IGRpZ2l0YWwgZWRpdGlvbiBvZiBFQUEgU3BvcnQgQXZpYXRpb24hICB8ICBW aWV3IGFzIHdlYnBhZ2UgPGh0dHA6Ly9jbGljay5pY3B0cmFjay5jb20vaWNwL3JlbGF5LnBocD9y PTQ4NjQxNzc5Jm1zZ2lkPTE1ODA1MCZhY3Q9ODRIWCZjPTExNzA0MTcmZGVzdGluYXRpb249aHR0 cCUzQSUyRiUyRnd3dy5lYWEub3JnJTJGbmV3c2xldHRlcnMlMkYxMzAyX3Nwb3J0YXZpYXRpb24u aHRtbD4NCg0KW2h0dHA6Ly9pbWFnZXMuZWFhLm9yZy9vc2gzNjUvU0FEaWdfVG9wQmFubmVyLmdp Zl08aHR0cDovL2NsaWNrLmljcHRyYWNrLmNvbS9pY3AvcmVsYXkucGhwP3I9NDg2NDE3NzkmbXNn 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From: Oscar Zuniga <taildrags(at)hotmail.com>
Subject: brass dataplates
Date: Jan 29, 2013
To those who inquired about the brass dataplates=2C I still have them avail able. In fact=2C I had a new batch of them made since I was getting low from the original or der. Thanks to Gerry Holland from this list=2C I was also inspired to have some new=2C smaller plates made up for me by AvGrafix and I really like them. Unfortunately=2C with t he new artwork and setup=2C they cost almost as much to make as the larger plates=2C but t hey are nice. I have pictures and information on my website=2C at http://www.flysquirrel.net/piets/dataplate.html The plates are available and I can mail them out on request. Ordering info rmation is on the webpage. All the plates=2C large and small=2C are now $12 but I'm offe ring a set of three (one large and two small) for $30=2C postpaid. Thanks. Oscar Zuniga Air Camper NX41CC "Scout" A75 power Medford=2C OR ________________________________________________________________________________
Subject: Re: February EAA issue- 1st flight article and Dick N's
Piet on
From: "taildrags" <taildrags(at)hotmail.com>
Date: Jan 29, 2013
Mikee, you're testing my resolve. I walked away from EAA as of last December, after 30 years as a member (no. 237232) because they walked away from experimental aviation and walked away from me. I guess I'll just have to accept the fact that I'll miss the occasional good parts that EAA still offers. I'm hanging onto my AOPA membership for now... no. 455536, member since 1971. -------- Oscar Zuniga Medford, OR Air Camper NX41CC "Scout" A75 power Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393258#393258 ________________________________________________________________________________
From: "Clif Dawson" <cdawson5854(at)shaw.ca>
Subject: Re: brass dataplates
Date: Jan 29, 2013
Need lots of silicone. ----- Original Message ----- From: Oscar Zuniga To: Pietenpol List Sent: Tuesday, January 29, 2013 7:41 PM Subject: Pietenpol-List: brass dataplates To those who inquired about the brass dataplates, I still have them available. In fact, I had a new batch of them made since I was getting low from the original order. Thanks to Gerry Holland from this list, I was also inspired to have some new, smaller plates made up for me by AvGrafix and I really like them. Unfortunately, with the new artwork and setup, they cost almost as much to make as the larger plates, but they are nice. I have pictures and information on my website, at http://www.flysquirrel.net/piets/dataplate.html The plates are available and I can mail them out on request. Ordering information is on the webpage. All the plates, large and small, are now $12 but I'm offering a set of three (one large and two small) for $30, postpaid. Thanks. Oscar Zuniga Air Camper NX41CC "Scout" A75 power Medford, OR No virus found in this message. Checked by AVG - www.avg.com 01/29/13 ________________________________________________________________________________
From: "Jack" <jack(at)textors.com>
Subject: Engine Mount
Date: Jan 30, 2013
I'm finding the motor mount to be a challenge for sure. I checked out a lot of pictures for help so here are some to assist others challenged... Jack DSM ________________________________________________________________________________
Subject: Re: Engine Mount
From: "tkreiner" <tkreiner(at)gmail.com>
Date: Jan 30, 2013
Jack, Nice work, as with most of your posts. >From what I see, it appears the frame is a weldment, which doesn't come apart... How will you remove your completed engine mount? Will it slide out? Please keep more pics coming. -------- Tom Kreiner Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393264#393264 ________________________________________________________________________________
Date: Jan 30, 2013
From: John Franklin <jbfjr(at)peoplepc.com>
Subject: Re: Engine Mount
>I'm finding the motor mount to be a challenge for sure. I checked out a lot >of pictures for help so here are some to assist others challenged... >Jack >DSM Jack, I too am struggling with my engine mount. I started out with a jig and tack welded the first set of tubes. I started having trouble with the bigger cluster welds because I couldn't get enough heat on them. So, I removed the mount from the jig to weld them, thinking the jig was sinking away too much heat. When I tried to put it back on the jig, it didn't want to fit. After consulting with another builder, I "coerced" the mount back on the jig with a rubber mallet and now am planning on re-heating the clusters to relieve the stress. I hope this works. I have one remaining tube to weld onto the mount and I am definitely going to leave it on the jig when I do that. Regards, John F. Prairie Aire 4TA0 GN-1 / Corvair 164CID ________________________________________________________________________________
Subject: Re: February EAA issue- 1st flight article and Dick N's
Piet on
From: "AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: Jan 30, 2013
Hello Oscar, I too don't like what EAA national has been up to. I do however like what most of the local EAA chapters are doing. I have been a tech counselor for close to 20 years now. I do like doing that and I think that if we didn't self police, the accident statistics would reflect that. It is the main reason I am still a member. I also learn a lot with every airplane visit I make. In fact, I probably learn more than the builder does. I usually only spend about ten minutes skimming through the magazine. Nothing very good in there for the last few years. Yes Oscar I agree with you and wouldn't bee a member except the Tech Counselor part. Just my 3 cents, -------- Scott Liefeld Flying N11MS since March 1972 Steel Tube C-85-12 Wire Wheels Brodhead in 1996 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393266#393266 ________________________________________________________________________________
Subject: Re: Engine Mount
From: Jack <jack(at)textors.com>
Date: Jan 30, 2013
Tom excellent observation, I had not given it any thought! Duh...if it doesn't slide out I will cut the uprights carefully so I can pass the jig on... Sent from my iPad Jack Textor On Jan 30, 2013, at 7:08 AM, "tkreiner" wrote: > > Jack, > > Nice work, as with most of your posts. > >> From what I see, it appears the frame is a weldment, which doesn't come apart... How will you remove your completed engine mount? Will it slide out? > > Please keep more pics coming. > > -------- > Tom Kreiner > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=393264#393264 > > > > > > > > > > ________________________________________________________________________________
Subject: Re: Engine Mount
From: Jack <jack(at)textors.com>
Date: Jan 30, 2013
John I'm planning that it will need some tweaking to fit the mounts. Even with a jig my gear moved about a half inch. Instead of forcing the gear I plugged the existing holes and moved the gear mount on the fuselage to match. Should have not drilled the front mount holes... Sent from my iPad Jack Textor On Jan 30, 2013, at 7:11 AM, John Franklin wrote: > >> I'm finding the motor mount to be a challenge for sure. I checked out a lot >> of pictures for help so here are some to assist others challenged... >> Jack >> DSM > > Jack, > > I too am struggling with my engine mount. I started out with a jig and tack welded the first set of tubes. I started having trouble with the bigger cluster welds because I couldn't get enough heat on them. So, I removed the mount from the jig to weld them, thinking the jig was sinking away too much heat. When I tried to put it back on the jig, it didn't want to fit. After consulting with another builder, I "coerced" the mount back on the jig with a rubber mallet and now am planning on re-heating the clusters to relieve the stress. I hope this works. I have one remaining tube to weld onto the mount and I am definitely going to leave it on the jig when I do that. > > Regards, > John F. > Prairie Aire 4TA0 > GN-1 / Corvair 164CID > > > > ________________________________________________________________________________
Subject: Re: Engine Mount
From: Jack <jack(at)textors.com>
Date: Jan 30, 2013
Tom as I look closer I should be ok sliding it up. I will have to remember to weld the bottom x braces out of the jig...thanks for the heads up! Sent from my iPad Jack Textor On Jan 30, 2013, at 7:08 AM, "tkreiner" wrote: > > Jack, > > Nice work, as with most of your posts. > >> From what I see, it appears the frame is a weldment, which doesn't come apart... How will you remove your completed engine mount? Will it slide out? > > Please keep more pics coming. > > -------- > Tom Kreiner > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=393264#393264 > > > > > > > > > > ________________________________________________________________________________
Subject: Re: Engine Mount
From: "tkreiner" <tkreiner(at)gmail.com>
Date: Jan 30, 2013
Jack, If I were modifying this jig, I'd get 4 plates which would be bolted to the uprights, matched drilled for AN5 bolts, maybe 3 to 4 inches apart prior to cutting the uprights. If the plates are suitably stamped or marked as to UP, or some way to identify where they go, the frame can then be bolted together, unbolted, etc., to remove the completed frames. My two cents worth... -------- Tom Kreiner Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393270#393270 ________________________________________________________________________________
From: "Windstream Mail" <cncampbell(at)windstream.net>
Subject: Re: February EAA issue- 1st flight article and Dick
N's Piet on
Date: Jan 30, 2013
Likewise, Oscar! I did the same thing. If you don't crave WW2 airplanes you're really not a part of EAA. I had enough of WW2 airplanes in WW2. C ----- Original Message ----- From: "taildrags" <taildrags(at)hotmail.com> Sent: Wednesday, January 30, 2013 12:06 AM Subject: Pietenpol-List: Re: February EAA issue- 1st flight article and Dick N's Piet on > > Mikee, you're testing my resolve. I walked away from EAA as of last > December, after 30 years as a member (no. 237232) because they walked away > from experimental aviation and walked away from me. I guess I'll just > have to accept the fact that I'll miss the occasional good parts that EAA > still offers. > > I'm hanging onto my AOPA membership for now... no. 455536, member since > 1971. > > -------- > Oscar Zuniga > Medford, OR > Air Camper NX41CC "Scout" > A75 power > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=393258#393258 > > > ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 30, 2013
Subject: EAA/AOPA
Funny Oscar--I never joined AOPA but have always kept my membership with EAA despite the corporatization of the organization. It isn't like the 'old days' but it still is the best thing we have going. If I kept all the hundreds and hundreds of mailings that AOPA has sent me over the years trying to get me to join (they started when I became a pilot in 1981) I could have heated my house for an entire year using a woodburner. I'm sure they have some good points but..... Mike C. PS--you aren't missing much. You've seen all the great photos of Dick N.'s Pietenpol and the first flight article can pretty much be found anywhere Googling it. I'm sure my Uncle Tony talks about first flights. ________________________________________________________________________________
From: "JerryGrogan" <jerry(at)SKYCLASSIC.NET>
Subject: Engine Mount
Date: Jan 30, 2013
Looks very nice. Better than most I have seen. Jerry Prairie City, IA -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jack Sent: Wednesday, January 30, 2013 5:24 AM Subject: Pietenpol-List: Engine Mount I'm finding the motor mount to be a challenge for sure. I checked out a lot of pictures for help so here are some to assist others challenged... Jack DSM ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 30, 2013
Subject: EAA membership mailings
I totally agree with Andrew King that the EAA membership renewal notices start arriving in our mailboxes WAY too early and way too frequently. I passive-aggressively deal with this by calling them on the very last day of my annual membership and paying for my new membership over the phone with my Visa card. Funny how EAA won't even give you a postage-paid return envelope for your membership renewal. It says "Place stamp here." Great to hear things are looking up at EAA since Rod Warbird Hightower is gone. I wonder who will pay the fuel he burns in his Stearman and T-6 now? Mike C. ________________________________________________________________________________
Date: Jan 30, 2013
From: Ben Charvet <bencharvet(at)gmail.com>
Subject: Re: Engine Mount
On 1/30/2013 6:23 AM, Jack wrote: > > I'm finding the motor mount to be a challenge for sure. I checked out a lot > of pictures for help so here are some to assist others challenged... > Jack > DSM Thats really a nice jig. Mine was made out of plywood and steel, and it would keep catching fire. To let the weld properly cool, I'd have to blow out the flames. -- Ben Charvet, PharmD Staff Pharmacist Parrish Medical center ________________________________________________________________________________
Subject: Re: Engine Mount
From: Jack <jack(at)textors.com>
Date: Jan 30, 2013
If this catches fire were in trouble! Sent from my iPad Jack Textor On Jan 30, 2013, at 10:35 AM, Ben Charvet wrote: > > On 1/30/2013 6:23 AM, Jack wrote: >> I'm finding the motor mount to be a challenge for sure. I checked out a lot >> of pictures for help so here are some to assist others challenged... >> Jack >> DSM > Thats really a nice jig. Mine was made out of plywood and steel, and it would keep catching fire. To let the weld properly cool, I'd have to blow out the flames. > > -- > Ben Charvet, PharmD > Staff Pharmacist > Parrish Medical center > > > > > ________________________________________________________________________________
Subject: Re: Engine Mount
From: Jack <jack(at)textors.com>
Date: Jan 30, 2013
Just want to make it the best possible for your expert welding! Sent from my iPad Jack Textor On Jan 30, 2013, at 9:34 AM, "JerryGrogan" wrote: > > Looks very nice. Better than most I have seen. > > Jerry > Prairie City, IA > > -----Original Message----- > From: owner-pietenpol-list-server(at)matronics.com > [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jack > Sent: Wednesday, January 30, 2013 5:24 AM > To: pietenpol-list(at)matronics.com > Subject: Pietenpol-List: Engine Mount > > > I'm finding the motor mount to be a challenge for sure. I checked out a lot > of pictures for help so here are some to assist others challenged... > Jack > DSM > > > > > > ________________________________________________________________________________
Subject: Re: Pitot Tube Bend
From: Jack <jack(at)textors.com>
Date: Jan 30, 2013
Michael I wondered the same, hope to see some thoughts... Sent from my iPad Jack Textor On Jan 28, 2013, at 2:27 PM, Michael Perez wrote: > > Before installing the pitot tube to the wing, I am wondering if it would b e worth bending the tube first. I have seen them both straight and bent and a m curious if a bend would allow water to settle in on the bottom and allow " dry" air to flow into the indicator. (if getting cought in rain in flight) P erhaps in flight, the water will just get pushed in anyway. Anyone have iss ues with the straight tube pitots and water? > > Michael Perez > Pietenpol HINT Videos > Karetaker Aero > www.karetakeraero.com > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
From: "C N Campbell" <cncampbell(at)windstream.net>
Subject: Re: Engine Mount
Date: Jan 30, 2013
Ben, I am getting ready to build my engine mount for the Corvair engine. I was going to build the jig out of 3/4 plywood with a thin sheet of galvanized steel covering the wood where the welding was to be done. Would this keep the flames down? Chuck ----- Original Message ----- From: "Ben Charvet" <bencharvet(at)gmail.com> Sent: Wednesday, January 30, 2013 11:35 AM Subject: Re: Pietenpol-List: Engine Mount > > On 1/30/2013 6:23 AM, Jack wrote: >> I'm finding the motor mount to be a challenge for sure. I >> checked out a lot >> of pictures for help so here are some to assist others challenged... >> Jack >> DSM > Thats really a nice jig. Mine was made out of plywood and steel, and it > would keep catching fire. To let the weld properly cool, I'd have to blow > out the flames. > > -- > Ben Charvet, PharmD > Staff Pharmacist > Parrish Medical center > > > ________________________________________________________________________________
Date: Jan 30, 2013
From: John Franklin <jbfjr(at)peoplepc.com>
Subject: Re: Engine Mount
> >Ben, I am getting ready to build my engine mount for the Corvair engine. I >was going to build the jig out of 3/4 plywood with a thin sheet of >galvanized steel covering the wood where the welding was to be done. Would >this keep the flames down? Chuck Chuck, I started out with a 3/4" jig with 1/16th steel sheeting to act as a flame guard. The problem was that the bolts got so hot that they charred the plywood and started to waller out the mounting holes. I ended up drilling holes in my all-metal welding table and using it for a jig. John F. ________________________________________________________________________________
From: "Dick N" <horzpool(at)goldengate.net>
Subject: Re: EAA/AOPA
Date: Jan 30, 2013
Hey Guys Have either of you looked at the Antique Airplane Assn instead. They publish a nice but small newsletter and hav a very nice fly in after Brodhead. They have more antique airplanes and you dont need any stinking radios to go in there. Dick N. ----- Original Message ----- From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" Sent: Wednesday, January 30, 2013 8:56 AM Subject: Pietenpol-List: EAA/AOPA Partners, LLC]" Funny Oscar--I never joined AOPA but have always kept my membership with EAA despite the corporatization of the organization. It isn't like the 'old days' but it still is the best thing we have going. If I kept all the hundreds and hundreds of mailings that AOPA has sent me over the years trying to get me to join (they started when I became a pilot in 1981) I could have heated my house for an entire year using a woodburner. I'm sure they have some good points but..... Mike C. PS--you aren't missing much. You've seen all the great photos of Dick N.'s Pietenpol and the first flight article can pretty much be found anywhere Googling it. I'm sure my Uncle Tony talks about first flights. ________________________________________________________________________________
Date: Jan 30, 2013
From: Michael Perez <speedbrake(at)sbcglobal.net>
Subject: Re: Pitot Tube Bend
I received a direct reply form Mike C. he uses a straight tube with no issu es. Michael Perez =0APietenpol HINT Videos =0AKaretaker Aero =0Awww.karetakeraero.com --- On Wed, 1/30/13, Jack wrote: From: Jack <jack(at)textors.com> Subject: Re: Pietenpol-List: Pitot Tube Bend Date: Wednesday, January 30, 2013, 12:37 PM Michael I wondered the same, hope to see some thoughts... Sent from my iPadJack Textor On Jan 28, 2013, at 2:27 PM, Michael Perez wrote : Before installing the pitot tube to the wing, I am wondering if it would be worth bending the tube first. I have seen them both straight and bent and am curious if a bend would allow water to settle in on the bottom and allow "dry" air to flow into the indicator. (if getting cought in rain in flight ) Perhaps-in flight, the water will just get pushed in anyway.- Anyone have issues with the straight tube pitots and water? =0A-=0AMichael Perez Pietenpol HINT Videos Karetaker Aero =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=0A=0A ________________________________________________________________________________
From: "Barry Davis" <bed(at)mindspring.com>
Subject: EAA membership mailings
Date: Jan 30, 2013
I can say that RH was NOT our guy to run EAA and that problem is solved. Jack Pelton volunteered to fill in until an EAA leader is identified. Jack is a great longtime EAA Member and through Cessna helped launch the highly successful Young Eagles Program. We are working on a daily basis to take EAA back to the friendly days of old, but it is not as easy a task as you might think. We cover every type of aircraft from helium balloon flight to personal jets, and everything in between (including warbirds). It takes a balance to make everything work. A lot of changes happened in the past two years and we want those changes gone. Don't get me started about our magazine, Sport Aviation, but we WILL get it back! Be sure to subscribe for free to EAA Experimenter http://www.eaa.org/experimenter/ Barry D NX973BP PS: One way to cure the pesky mailing problem is to do what I did. I joined for a Lifetime Membership. I got a cool Jacket and hat, and get to attend a great dinner banquet at Airventure every year for Lifetime Members and I can take a guest. -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC] Sent: Wednesday, January 30, 2013 11:24 AM Subject: Pietenpol-List: EAA membership mailings --> (GRC-RXD0)[Vantage Partners, LLC]" I totally agree with Andrew King that the EAA membership renewal notices start arriving in our mailboxes WAY too early and way too frequently. I passive-aggressively deal with this by calling them on the very last day of my annual membership and paying for my new membership over the phone with my Visa card. Funny how EAA won't even give you a postage-paid return envelope for your membership renewal. It says "Place stamp here." Great to hear things are looking up at EAA since Rod Warbird Hightower is gone. I wonder who will pay the fuel he burns in his Stearman and T-6 now? Mike C. ________________________________________________________________________________
From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Date: Jan 30, 2013
Subject: EAA Lifetime Membership costs $995
That's a good option Barry but I'd rather pay as I go:) ! ________________________________________________________________________________
Subject: Re: Pitot Tube Bend
From: Gary Boothe <gboothe5(at)comcast.net>
Date: Jan 30, 2013
Mine's bent...no issues. Gary Boothe NX308MB Sent from my iPhone On Jan 30, 2013, at 9:37 AM, Jack wrote: > Michael I wondered the same, hope to see some thoughts... > > Sent from my iPad > Jack Textor > > On Jan 28, 2013, at 2:27 PM, Michael Perez wrot e: > >> >> Before installing the pitot tube to the wing, I am wondering if it would b e worth bending the tube first. I have seen them both straight and bent and a m curious if a bend would allow water to settle in on the bottom and allow " dry" air to flow into the indicator. (if getting cought in rain in flight) P erhaps in flight, the water will just get pushed in anyway. Anyone have iss ues with the straight tube pitots and water? >> >> Michael Perez >> Pietenpol HINT Videos >> Karetaker Aero >> www.karetakeraero.com > > 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D > ________________________________________________________________________________
Subject: Re: Engine Mount
From: Gary Boothe <gboothe5(at)comcast.net>
Date: Jan 30, 2013
I like a good fire, now and then! My jig was all 2x4, merely holding 1/2" all-thread in place, while nuts and washers held the parts in place, and 100% sacrificial. Gary Boothe NX308MB Sent from my iPhone On Jan 30, 2013, at 9:50 AM, "C N Campbell" wrote: > > Ben, I am getting ready to build my engine mount for the Corvair engine. I was going to build the jig out of 3/4 plywood with a thin sheet of galvanized steel covering the wood where the welding was to be done. Would this keep the flames down? Chuck > > ----- Original Message ----- From: "Ben Charvet" <bencharvet(at)gmail.com> > To: > Sent: Wednesday, January 30, 2013 11:35 AM > Subject: Re: Pietenpol-List: Engine Mount > > >> >> On 1/30/2013 6:23 AM, Jack wrote: >>> I'm finding the motor mount to be a challenge for sure. I checked out a lot >>> of pictures for help so here are some to assist others challenged... >>> Jack >>> DSM >> Thats really a nice jig. Mine was made out of plywood and steel, and it would keep catching fire. To let the weld properly cool, I'd have to blow out the flames. >> >> -- >> Ben Charvet, PharmD >> Staff Pharmacist >> Parrish Medical center > > > > > > ________________________________________________________________________________
Date: Jan 30, 2013
Subject: Re: Pitot Tube Bend
From: Ken Bickers <bickers.ken(at)gmail.com>
But Gary, does it ever rain in Cool California? On Wed, Jan 30, 2013 at 12:50 PM, Gary Boothe wrote: > Mine's bent...no issues. > > Gary Boothe > NX308MB > > Sent from my iPhone > > On Jan 30, 2013, at 9:37 AM, Jack wrote: > > Michael I wondered the same, hope to see some thoughts... > > Sent from my iPad > Jack Textor > > On Jan 28, 2013, at 2:27 PM, Michael Perez > wrote: > > Before installing the pitot tube to the wing, I am wondering if it would > be worth bending the tube first. I have seen them both straight and bent > and am curious if a bend would allow water to settle in on the bottom and > allow "dry" air to flow into the indicator. (if getting cought in rain in > flight) Perhaps in flight, the water will just get pushed in anyway. > Anyone have issues with the straight tube pitots and water? > > Michael Perez > Pietenpol HINT Videos > Karetaker Aero > www.karetakeraero.com > > * > > * > > * > > D============================================ > npol-List"">http://www.matronics.com/Navigator?Pietenpol-List > D============================================ > //forums.matronics.com > D============================================ > ot;">http://www.matronics.com/contribution > D============================================ > * > > * > > * > > ________________________________________________________________________________
Subject: Re: Pitot Tube Bend
From: Gary Boothe <gboothe5(at)comcast.net>
Date: Jan 30, 2013
30"+ Gary Sent from my iPhone On Jan 30, 2013, at 12:05 PM, Ken Bickers wrote: > But Gary, does it ever rain in Cool California? > > On Wed, Jan 30, 2013 at 12:50 PM, Gary Boothe wrote : >> Mine's bent...no issues. >> >> Gary Boothe >> NX308MB >> >> Sent from my iPhone >> >> On Jan 30, 2013, at 9:37 AM, Jack wrote: >> >>> Michael I wondered the same, hope to see some thoughts... >>> >>> Sent from my iPad >>> Jack Textor >>> >>> On Jan 28, 2013, at 2:27 PM, Michael Perez wr ote: >>> >>>> >>>> Before installing the pitot tube to the wing, I am wondering if it woul d be worth bending the tube first. I have seen them both straight and bent a nd am curious if a bend would allow water to settle in on the bottom and all ow "dry" air to flow into the indicator. (if getting cought in rain in fligh t) Perhaps in flight, the water will just get pushed in anyway. Anyone have issues with the straight tube pitots and water? >>>> >>>> Michael Perez >>>> Pietenpol HINT Videos >>>> Karetaker Aero >>>> www.karetakeraero.com >>> >>> >>> >>> D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D >>> npol-List"">http://www.matronics.com/Navigator?Pietenpol-List >>> D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D >>> //forums.matronics.com >>> D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D >>> ot;">http://www.matronics.com/contribution >>> D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D >>> >> >> >> " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List >> tp://forums.matronics.com >> _blank">http://www.matronics.com/contribution >> > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
Subject: Re: Pitot Tube Bend
From: Gary Boothe <gboothe5(at)comcast.net>
Date: Jan 30, 2013
I don't get the concern. I don't care how you design your pitot, on a Piet t here will always be a point lower than the tube opening. Just cover it if yo u have a concern. Gary Boothe NX308MB Sent from my iPhone On Jan 30, 2013, at 12:05 PM, Ken Bickers wrote: > But Gary, does it ever rain in Cool California? > > On Wed, Jan 30, 2013 at 12:50 PM, Gary Boothe wrote : >> Mine's bent...no issues. >> >> Gary Boothe >> NX308MB >> >> Sent from my iPhone >> >> On Jan 30, 2013, at 9:37 AM, Jack wrote: >> >>> Michael I wondered the same, hope to see some thoughts... >>> >>> Sent from my iPad >>> Jack Textor >>> >>> On Jan 28, 2013, at 2:27 PM, Michael Perez wr ote: >>> >>>> >>>> Before installing the pitot tube to the wing, I am wondering if it woul d be worth bending the tube first. I have seen them both straight and bent a nd am curious if a bend would allow water to settle in on the bottom and all ow "dry" air to flow into the indicator. (if getting cought in rain in fligh t) Perhaps in flight, the water will just get pushed in anyway. Anyone have issues with the straight tube pitots and water? >>>> >>>> Michael Perez >>>> Pietenpol HINT Videos >>>> Karetaker Aero >>>> www.karetakeraero.com >>> >>> >>> >>> D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D >>> npol-List"">http://www.matronics.com/Navigator?Pietenpol-List >>> D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D >>> //forums.matronics.com >>> D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D >>> ot;">http://www.matronics.com/contribution >>> D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D >>> >> >> >> " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List >> tp://forums.matronics.com >> _blank">http://www.matronics.com/contribution >> > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
Subject: Re: Engine Mount
From: "dwilson" <marwilson(at)charter.net>
Date: Jan 30, 2013
Jack, Not only is your shop as clean as an operating room, you are a metal surgeon to boot. All looks very professional. Dan Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393307#393307 ________________________________________________________________________________
From: "C N Campbell" <cncampbell(at)windstream.net>
Subject: Re: Engine Mount
Date: Jan 30, 2013
Thanks, John. I hadn 't even thought of that. Guess I'll take this up with my welder. He uses TIG which is not as hot as Oxy Acetylene ----- Original Message ----- From: "John Franklin" <jbfjr(at)peoplepc.com> Sent: Wednesday, January 30, 2013 1:04 PM Subject: Re: Pietenpol-List: Engine Mount > > >> >> >>Ben, I am getting ready to build my engine mount for the Corvair engine. I >>was going to build the jig out of 3/4 plywood with a thin sheet of >>galvanized steel covering the wood where the welding was to be done. Would >>this keep the flames down? Chuck > > Chuck, I started out with a 3/4" jig with 1/16th steel sheeting to act as > a flame guard. The problem was that the bolts got so hot that they > charred the plywood and started to waller out the mounting holes. I ended > up drilling holes in my all-metal welding table and using it for a jig. > > John F. > > > ________________________________________________________________________________
From: "C N Campbell" <cncampbell(at)windstream.net>
Subject: Re: Engine Mount
Date: Jan 30, 2013
Did you, like John, have a problem with the heat causing the 1/2" threaded rod to wallow out the holes in the wood. I guess I could make mine out of 2X4 also. I was planning on 3/4" plywood -- in fact have already bought the plywood, but the 2X4 might absorb a little more heat. My welder uses TIG. I understand this is not as hot as Oxy Acetylene. Do you know if this is true? Gary, I was very impressed by the film clip of your airplane flying the first time. Congrats. Chuck ----- Original Message ----- From: "Gary Boothe" <gboothe5(at)comcast.net> Sent: Wednesday, January 30, 2013 2:54 PM Subject: Re: Pietenpol-List: Engine Mount > > I like a good fire, now and then! My jig was all 2x4, merely holding 1/2" > all-thread in place, while nuts and washers held the parts in place, and > 100% sacrificial. > > Gary Boothe > NX308MB > > Sent from my iPhone > > On Jan 30, 2013, at 9:50 AM, "C N Campbell" > wrote: > >> >> >> Ben, I am getting ready to build my engine mount for the Corvair engine. >> I was going to build the jig out of 3/4 plywood with a thin sheet of >> galvanized steel covering the wood where the welding was to be done. >> Would this keep the flames down? Chuck >> >> ----- Original Message ----- From: "Ben Charvet" <bencharvet(at)gmail.com> >> To: >> Sent: Wednesday, January 30, 2013 11:35 AM >> Subject: Re: Pietenpol-List: Engine Mount >> >> >>> >>> On 1/30/2013 6:23 AM, Jack wrote: >>>> I'm finding the motor mount to be a challenge for sure. I >>>> checked out a lot >>>> of pictures for help so here are some to assist others challenged... >>>> Jack >>>> DSM >>> Thats really a nice jig. Mine was made out of plywood and steel, and it >>> would keep catching fire. To let the weld properly cool, I'd have to >>> blow out the flames. >>> >>> -- >>> Ben Charvet, PharmD >>> Staff Pharmacist >>> Parrish Medical center >> >> >> >> >> >> > > > ________________________________________________________________________________
From: "C N Campbell" <cncampbell(at)windstream.net>
Subject: Re: Pitot Tube Bend
Date: Jan 30, 2013
Hey, Guys, I would like to see some pictures of pitot tube installations. Are there any on West Coast Piet? C ----- Original Message ----- From: Gary Boothe To: pietenpol-list(at)matronics.com Sent: Wednesday, January 30, 2013 2:50 PM Subject: Re: Pietenpol-List: Pitot Tube Bend Mine's bent...no issues. Gary Boothe NX308MB Sent from my iPhone On Jan 30, 2013, at 9:37 AM, Jack wrote: Michael I wondered the same, hope to see some thoughts... Sent from my iPad Jack Textor On Jan 28, 2013, at 2:27 PM, Michael Perez wrote: Before installing the pitot tube to the wing, I am wondering if it would be worth bending the tube first. I have seen them both straight and bent and am curious if a bend would allow water to settle in on the bottom and allow "dry" air to flow into the indicator. (if getting cought in rain in flight) Perhaps in flight, the water will just get pushed in anyway. Anyone have issues with the straight tube pitots and water? Michael Perez Pietenpol HINT Videos Karetaker Aero www.karetakeraero.com D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D npol-List"">http://www.matronics.com/Navigator?Pietenpol-List D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D //forums.matronics.com D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D ot;">http://www.matronics.com/contribution D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D ________________________________________________________________________________
From: "C N Campbell" <cncampbell(at)windstream.net>
Subject: Re: EAA membership mailings
Date: Jan 30, 2013
My lifetime membership wouldn't last very long! C ----- Original Message ----- From: "Barry Davis" <bed(at)mindspring.com> Sent: Wednesday, January 30, 2013 1:48 PM Subject: RE: Pietenpol-List: EAA membership mailings > > I can say that RH was NOT our guy to run EAA and that problem is solved. > Jack Pelton volunteered to fill in until an EAA leader is identified. Jack > is a great longtime EAA Member and through Cessna helped launch the highly > successful Young Eagles Program. We are working on a daily basis to take > EAA > back to the friendly days of old, but it is not as easy a task as you > might > think. We cover every type of aircraft from helium balloon flight to > personal jets, and everything in between (including warbirds). It takes a > balance to make everything work. A lot of changes happened in the past two > years and we want those changes gone. Don't get me started about our > magazine, Sport Aviation, but we WILL get it back! Be sure to subscribe > for > free to EAA Experimenter http://www.eaa.org/experimenter/ > Barry D > NX973BP > PS: One way to cure the pesky mailing problem is to do what I did. I > joined > for a Lifetime Membership. I got a cool Jacket and hat, and get to attend > a > great dinner banquet at Airventure every year for Lifetime Members and I > can > take a guest. > > -----Original Message----- > From: owner-pietenpol-list-server(at)matronics.com > [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Cuy, > Michael > D. (GRC-RXD0)[Vantage Partners, LLC] > Sent: Wednesday, January 30, 2013 11:24 AM > To: pietenpol-list(at)matronics.com > Subject: Pietenpol-List: EAA membership mailings > > --> (GRC-RXD0)[Vantage Partners, LLC]" > > I totally agree with Andrew King that the EAA membership renewal notices > start arriving in our mailboxes WAY too early and way too frequently. > > I passive-aggressively deal with this by calling them on the very last day > of my annual membership and paying for my new membership over the phone > with > my Visa card. > > Funny how EAA won't even give you a postage-paid return envelope for your > membership renewal. It says "Place stamp here." > > Great to hear things are looking up at EAA since Rod Warbird Hightower is > gone. I wonder who will pay the fuel > he burns in his Stearman and T-6 now? > > Mike C. > > > ________________________________________________________________________________
Subject: Re: Engine Mount
From: Gary Boothe <gboothe5(at)comcast.net>
Date: Jan 30, 2013
Thanks, Chuck! Yes, the burned, and I'm sure there was some 'wallering', but not enough of the 2x4 burned to be a problem. Gary Sent from my iPhone On Jan 30, 2013, at 1:38 PM, "C N Campbell" wrote: > > Did you, like John, have a problem with the heat causing the 1/2" threaded rod to wallow out the holes in the wood. I guess I could make mine out of 2X4 also. I was planning on 3/4" plywood -- in fact have already bought the plywood, but the 2X4 might absorb a little more heat. My welder uses TIG. I understand this is not as hot as Oxy Acetylene. Do you know if this is true? Gary, I was very impressed by the film clip of your airplane flying the first time. Congrats. Chuck > > ----- Original Message ----- From: "Gary Boothe" <gboothe5(at)comcast.net> > To: > Sent: Wednesday, January 30, 2013 2:54 PM > Subject: Re: Pietenpol-List: Engine Mount > > >> >> I like a good fire, now and then! My jig was all 2x4, merely holding 1/2" all-thread in place, while nuts and washers held the parts in place, and 100% sacrificial. >> >> Gary Boothe >> NX308MB >> >> Sent from my iPhone >> >> On Jan 30, 2013, at 9:50 AM, "C N Campbell" wrote: >> >>> >>> Ben, I am getting ready to build my engine mount for the Corvair engine. I was going to build the jig out of 3/4 plywood with a thin sheet of galvanized steel covering the wood where the welding was to be done. Would this keep the flames down? Chuck >>> >>> ----- Original Message ----- From: "Ben Charvet" <bencharvet(at)gmail.com> >>> To: >>> Sent: Wednesday, January 30, 2013 11:35 AM >>> Subject: Re: Pietenpol-List: Engine Mount >>> >>> >>>> >>>> On 1/30/2013 6:23 AM, Jack wrote: >>>>> I'm finding the motor mount to be a challenge for sure. I checked out a lot >>>>> of pictures for help so here are some to assist others challenged... >>>>> Jack >>>>> DSM >>>> Thats really a nice jig. Mine was made out of plywood and steel, and it would keep catching fire. To let the weld properly cool, I'd have to blow out the flames. >>>> >>>> -- >>>> Ben Charvet, PharmD >>>> Staff Pharmacist >>>> Parrish Medical center > > > > > > ________________________________________________________________________________
Subject: Re: Engine Mount
From: Jack <jack(at)textors.com>
Date: Jan 30, 2013
In retrospect I maybe should not have painted mine... Sent from my iPad Jack Textor On Jan 30, 2013, at 3:30 PM, "C N Campbell" wrote: > > Thanks, John. I hadn 't even thought of that. Guess I'll take this up with my welder. He uses TIG which is not as hot as Oxy Acetylene > ----- Original Message ----- From: "John Franklin" <jbfjr(at)peoplepc.com> > To: > Sent: Wednesday, January 30, 2013 1:04 PM > Subject: Re: Pietenpol-List: Engine Mount > > >> >> >>> >>> Ben, I am getting ready to build my engine mount for the Corvair engine. I >>> was going to build the jig out of 3/4 plywood with a thin sheet of >>> galvanized steel covering the wood where the welding was to be done. Would >>> this keep the flames down? Chuck >> >> Chuck, I started out with a 3/4" jig with 1/16th steel sheeting to act as a flame guard. The problem was that the bolts got so hot that they charred the plywood and started to waller out the mounting holes. I ended up drilling holes in my all-metal welding table and using it for a jig. >> >> John F. > > > > > > ________________________________________________________________________________
Subject: Re: EAA membership mailings
From: Jack <jack(at)textors.com>
Date: Jan 30, 2013
Barry I've considered a lifetime but am superstitious too. I support EAA and AOPA for the support in Washington. Considering the AAA, I was a member for years and never felt part of the cult in Blakesberg, so I resigned... Sent from my iPad Jack Textor On Jan 30, 2013, at 12:48 PM, "Barry Davis" wrote: > > I can say that RH was NOT our guy to run EAA and that problem is solved. > Jack Pelton volunteered to fill in until an EAA leader is identified. Jack > is a great longtime EAA Member and through Cessna helped launch the highly > successful Young Eagles Program. We are working on a daily basis to take EAA > back to the friendly days of old, but it is not as easy a task as you might > think. We cover every type of aircraft from helium balloon flight to > personal jets, and everything in between (including warbirds). It takes a > balance to make everything work. A lot of changes happened in the past two > years and we want those changes gone. Don't get me started about our > magazine, Sport Aviation, but we WILL get it back! Be sure to subscribe for > free to EAA Experimenter http://www.eaa.org/experimenter/ > Barry D > NX973BP > PS: One way to cure the pesky mailing problem is to do what I did. I joined > for a Lifetime Membership. I got a cool Jacket and hat, and get to attend a > great dinner banquet at Airventure every year for Lifetime Members and I can > take a guest. > > -----Original Message----- > From: owner-pietenpol-list-server(at)matronics.com > [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Cuy, Michael > D. (GRC-RXD0)[Vantage Partners, LLC] > Sent: Wednesday, January 30, 2013 11:24 AM > To: pietenpol-list(at)matronics.com > Subject: Pietenpol-List: EAA membership mailings > > --> (GRC-RXD0)[Vantage Partners, LLC]" > > I totally agree with Andrew King that the EAA membership renewal notices > start arriving in our mailboxes WAY too early and way too frequently. > > I passive-aggressively deal with this by calling them on the very last day > of my annual membership and paying for my new membership over the phone with > my Visa card. > > Funny how EAA won't even give you a postage-paid return envelope for your > membership renewal. It says "Place stamp here." > > Great to hear things are looking up at EAA since Rod Warbird Hightower is > gone. I wonder who will pay the fuel > he burns in his Stearman and T-6 now? > > Mike C. > > > > > > > > > > > > ________________________________________________________________________________
From: "Dennis Engelkenjohn" <mushface1(at)gmail.com>
Subject: Re: EAA/AOPA
Date: Jan 30, 2013
I always heard they didn't just allow anybody to go to Blakesburg. If you didn't have an antique aircraft then you didn't get to come. You know, "keep out the riff raff" such as me. Dennis -----Original Message----- From: Dick N Sent: Wednesday, January 30, 2013 12:17 PM Subject: Re: Pietenpol-List: EAA/AOPA Hey Guys Have either of you looked at the Antique Airplane Assn instead. They publish a nice but small newsletter and hav a very nice fly in after Brodhead. They have more antique airplanes and you dont need any stinking radios to go in there. Dick N. ----- Original Message ----- From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" Sent: Wednesday, January 30, 2013 8:56 AM Subject: Pietenpol-List: EAA/AOPA Partners, LLC]" Funny Oscar--I never joined AOPA but have always kept my membership with EAA despite the corporatization of the organization. It isn't like the 'old days' but it still is the best thing we have going. If I kept all the hundreds and hundreds of mailings that AOPA has sent me over the years trying to get me to join (they started when I became a pilot in 1981) I could have heated my house for an entire year using a woodburner. I'm sure they have some good points but..... Mike C. PS--you aren't missing much. You've seen all the great photos of Dick N.'s Pietenpol and the first flight article can pretty much be found anywhere Googling it. I'm sure my Uncle Tony talks about first flights. ________________________________________________________________________________
Subject: Re: EAA/AOPA
From: Wayne Bressler <wayne(at)taildraggersinc.com>
Date: Jan 30, 2013
The fly-in is for AAA members, here is the text from their website: For a variety of reasons including insurance coverage, the AAA National Fly- in at Blakesburg is an invitational members-only event. There are numerous b enefits to AAA membership and being able to attend the fly-in is one of the b iggest. You can join on the spot if you didn't already join and pre-register . Pre-registration helps out with the planning so please do if you can. Link: http://www.antiqueairfield.com/flyins/attending.html Wayne Bressler Taildraggers, Inc. www.taildraggersinc.com On Jan 30, 2013, at 5:40 PM, "Dennis Engelkenjohn" wro te: il.com> > > I always heard they didn't just allow anybody to go to Blakesburg. If you d idn't have an antique aircraft then you didn't get to come. You know, "keep o ut the riff raff" such as me. > Dennis > > -----Original Message----- From: Dick N > Sent: Wednesday, January 30, 2013 12:17 PM > To: pietenpol-list(at)matronics.com > Subject: Re: Pietenpol-List: EAA/AOPA > > > Hey Guys > Have either of you looked at the Antique Airplane Assn instead. They > publish a nice but small newsletter and hav a very nice fly in after > Brodhead. They have more antique airplanes and you dont need any stinking > radios to go in there. > Dick N. > ----- Original Message ----- From: "Cuy, Michael D. (GRC-RXD0)[Vantage Par tners, LLC]" > > To: > Sent: Wednesday, January 30, 2013 8:56 AM > Subject: Pietenpol-List: EAA/AOPA > > > Partners, LLC]" > > Funny Oscar--I never joined AOPA but have always kept my membership with E AA > despite the corporatization > of the organization. It isn't like the 'old days' but it still is the > best thing we have going. > > If I kept all the hundreds and hundreds of mailings that AOPA has sent me > over the years trying to get > me to join (they started when I became a pilot in 1981) I could have heat ed > my house for an entire year > using a woodburner. I'm sure they have some good points but..... > > Mike C. > > PS--you aren't missing much. You've seen all the great photos of Dick N.' s > Pietenpol and the first flight article > can pretty much be found anywhere Googling it. I'm sure my Uncle Tony > talks about first flights. > > > > > > > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > > > > ________________________________________________________________________________
From: "Jack" <jack(at)textors.com>
Subject: EAA/AOPA
Date: Jan 30, 2013
The AAA and EAA started about the same time. The AAA's policies have allowed it to remain a small "exclusive" organization, with little influence in Washington or the promotion of general aviation. EAA's policies have led to amazing growth, power and advocacy for aviation and allowing millions of people to enjoy aviation. Many times I've enjoyed visiting with Paul Poberenzy under a "classic" wing or on his motorcycle at Blakesburg. He has done more than anybody to promote aviation. I will always support EAA for this. Jack Textor Des Moines, IA _____ From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Wayne Bressler Sent: Wednesday, January 30, 2013 6:46 PM Subject: Re: Pietenpol-List: EAA/AOPA The fly-in is for AAA members, here is the text from their website: For a variety of reasons including insurance coverage, the AAA National Fly-in at Blakesburg is an invitational members-only event. There are numerous benefits to AAA <http://www.antiqueairfield.com/members> membership and being able to attend the fly-in is one of the biggest. You can join on the spot if you didn't already join and pre-register. Pre-registration helps out with the planning so please do if you can. Link: <http://www.antiqueairfield.com/flyins/attending.html> http://www.antiqueairfield.com/flyins/attending.html Wayne Bressler Taildraggers, Inc. www.taildraggersinc.com On Jan 30, 2013, at 5:40 PM, "Dennis Engelkenjohn" wrote: I always heard they didn't just allow anybody to go to Blakesburg. If you didn't have an antique aircraft then you didn't get to come. You know, "keep out the riff raff" such as me. Dennis -----Original Message----- From: Dick N Sent: Wednesday, January 30, 2013 12:17 PM Subject: Re: Pietenpol-List: EAA/AOPA Hey Guys Have either of you looked at the Antique Airplane Assn instead. They publish a nice but small newsletter and hav a very nice fly in after Brodhead. They have more antique airplanes and you dont need any stinking radios to go in there. Dick N. ----- Original Message ----- From: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" Sent: Wednesday, January 30, 2013 8:56 AM Subject: Pietenpol-List: EAA/AOPA Partners, LLC]" Funny Oscar--I never joined AOPA but have always kept my membership with EAA despite the corporatization of the organization. It isn't like the 'old days' but it still is the best thing we have going. If I kept all the hundreds and hundreds of mailings that AOPA has sent me over the years trying to get me to join (they started when I became a pilot in 1981) I could have heated my house for an entire year using a woodburner. I'm sure they have some good points but..... Mike C. PS--you aren't missing much. You've seen all the great photos of Dick N.'s Pietenpol and the first flight article can pretty much be found anywhere Googling it. I'm sure my Uncle Tony talks about first flights. ====================================================> http://ww==========================bsp; <http://www.matronics.com/Navigator?Pietenpol-List> - MATRONICS W href="http://forums.matronics.com">http://forums.matronics.com============= =============================== http://www.matronics.com/contribution ________________________________________________________________________________
From: "JerryGrogan" <jerry(at)SKYCLASSIC.NET>
Subject: Engine Mount
Date: Jan 30, 2013
That's ok Jack the paint will burn off when I weld it. Or you could always just us the jig as your engine mount. A little heavy though. Jerry -----Original Message----- From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jack Sent: Wednesday, January 30, 2013 4:14 PM Subject: Re: Pietenpol-List: Engine Mount In retrospect I maybe should not have painted mine... Sent from my iPad Jack Textor On Jan 30, 2013, at 3:30 PM, "C N Campbell" wrote: > --> > > Thanks, John. I hadn 't even thought of that. Guess I'll take this > up with my welder. He uses TIG which is not as hot as Oxy Acetylene > ----- Original Message ----- From: "John Franklin" > > To: > Sent: Wednesday, January 30, 2013 1:04 PM > Subject: Re: Pietenpol-List: Engine Mount > > >> --> >> >> >>> --> >>> >>> Ben, I am getting ready to build my engine mount for the Corvair >>> engine. I was going to build the jig out of 3/4 plywood with a thin >>> sheet of galvanized steel covering the wood where the welding was to >>> be done. Would this keep the flames down? Chuck >> >> Chuck, I started out with a 3/4" jig with 1/16th steel sheeting to act as a flame guard. The problem was that the bolts got so hot that they charred the plywood and started to waller out the mounting holes. I ended up drilling holes in my all-metal welding table and using it for a jig. >> >> John F. > > > > > > ________________________________________________________________________________
Subject: Re: Pitot Tube Bend
From: "skellytown flyer" <skellflyer1(at)yahoo.com>
Date: Jan 30, 2013
When I installed my pitot tube in the wing I mounted a 1/4" ferule fitting with the end flush with the bottom fabric. and I pressed it up enough to screw the nut on tight and have a removeable tube bent forwarded so if it ever gets damaged or I want to just take it off to prevent someone walking into it I can. so far no problems but I can see vibration could loosen it. I silver soldered a flange to it and bolted it to the spar so it's solid and stays put when tightening. Raymond Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393337#393337 ________________________________________________________________________________
From: "Clif Dawson" <cdawson5854(at)shaw.ca>
Subject: Wedgie
Date: Jan 30, 2013
Hmmm.....how many things could you do with this? http://www.leevalley.com/en/garden/page.aspx?cat=2,42194,40727&p=7043 2 ________________________________________________________________________________
Subject: Re: Wedgie
From: "AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: Jan 31, 2013
I supply our guys here at Los Angeles Fire Department with these. We use them to help break into locked cars. Part of what we call a lock out kit. Just slip it between the glass and door, pump it up and then you have easy access for using a slimjim to unlock the door. They work great. Useless fun fact #1 for the day, -------- Scott Liefeld Flying N11MS since March 1972 Steel Tube C-85-12 Wire Wheels Brodhead in 1996 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=393352#393352 ________________________________________________________________________________
From: John Hofmann <jhofmann(at)reesgroupinc.com>
Subject: Jack Reber
Date: Jan 31, 2013
My friend Jack Reber passed away on January 13. Jack built an Air Camper and a Sky Scout. The Air Camper originally had a Model A on it and was replaced with an A-65 around 1992. Around 2005 he also built a Sky Scout and used the Model A on that one. Both airplanes are up for sale to settle the estate. Jack's nephew Alan is handling the sale. His phone is 317-694-5339 or email cadetmoth2(at)yahoo.com -john- John Hofmann Vice-President, Information Technology The Rees Group, Inc. 2424 American Lane Madison, WI 53704 Phone: 608.443.2468 ext 150 Fax: 608.443.2474 Email: jhofmann(at)reesgroupinc.com ________________________________________________________________________________
From: "Gary Boothe" <gboothe5(at)comcast.net>
Subject: Jack Reber
Date: Jan 31, 2013
Sorry to hear that, John! I love those louvers.whether they serve a purpose or not! Gary Boothe NX308MB From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of John Hofmann Sent: Thursday, January 31, 2013 8:18 AM Subject: Pietenpol-List: Jack Reber My friend Jack Reber passed away on January 13. Jack built an Air Camper and a Sky Scout. The Air Camper originally had a Model A on it and was replaced with an A-65 around 1992. Around 2005 he also built a Sky Scout and used the Model A on that one. Both airplanes are up for sale to settle the estate. Jack's nephew Alan is handling the sale. His phone is 317-694-5339 or email cadetmoth2(at)yahoo.com -john- John Hofmann Vice-President, Information Technology The Rees Group, Inc. 2424 American Lane Madison, WI 53704 Phone: 608.443.2468 ext 150 Fax: 608.443.2474 Email: jhofmann(at)reesgroupinc.com ________________________________________________________________________________
Subject: Re: Jack Reber
From: Jack <jack(at)textors.com>
Date: Jan 31, 2013
John I too am sorry for your loss. Interesting cowl just covering the motor m ount. Sent from my iPad Jack Textor On Jan 31, 2013, at 10:17 AM, John Hofmann wrote : > My friend Jack Reber passed away on January 13. Jack built an Air Camper a nd a Sky Scout. The Air Camper originally had a Model A on it and was replac ed with an A-65 around 1992. Around 2005 he also built a Sky Scout and used t he Model A on that one. Both airplanes are up for sale to settle the estate. Jack's nephew Alan is handling the sale. His phone is 317-694-5339 or email cadetmoth2(at)yahoo.com > > -john- > > John Hofmann > Vice-President, Information Technology > The Rees Group, Inc. > 2424 American Lane > Madison, WI 53704 > Phone: 608.443.2468 ext 150 > Fax: 608.443.2474 > Email: jhofmann(at)reesgroupinc.com > <45_red_piet.jpg> ________________________________________________________________________________
From: Gene Rambo <generambo(at)msn.com>
Subject: Jack Reber
Date: Jan 31, 2013
That airplane is one of a couple that made me want a Pietenpol. It is one of the most beautiful I know of. Any idea what they are asking? It would be an ideal airplane for anyone looking! Gene From: jhofmann(at)reesgroupinc.com Subject: Pietenpol-List: Jack Reber Date: Thu=2C 31 Jan 2013 10:17:47 -0600 My friend Jack Reber passed away on January 13. Jack built an Air Camper an d a Sky Scout. The Air Camper originally had a Model A on it and was replac ed with an A-65 around 1992. Around 2005 he also built a Sky Scout and used the Model A on that one. Both airplanes are up for sale to settle the esta te. Jack's nephew Alan is handling the sale. 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January 17, 2013 - Present

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