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________________________________________________________________________________
Subject: 
Re: texas piet. flyin
From: 
"TriScout" <apfelcyber(at)yahoo.com>
Date: 
Jan 21, 2014
      
      
      "I'm in!!"...will be there in the GN-1, provided I'm off and not on the other side
      of the globe when it happens...
      
      --------
      KLNC
      A65-8
      N2308C
      AN Hardware
      Airframe 724TT
      W72CK-42 Sensenich
      Standard Factory GN-1
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417375#417375
      
      
________________________________________________________________________________
Date: 
Jan 21, 2014
From: 
goffelectric(at)comcast.net
Subject: 
Re: New builder
      
      
      Don, 
      
      That looks great, keep it up I'm right behind you. 
      
      Keith Goff 
      
      ----- Original Message -----
      
      From: yb21701(at)juno.com 
      Sent: Tuesday, January 21, 2014 2:25:54 PM 
      Subject: Pietenpol-List: New builder 
      
      Thanks for all the help Matt Dralle and fellow builders have been in getting me
      so far along. Mine is the long fuselage, 3 piece wing, C-150 wheels, Cont. A-75
      engine & Sensenich prop. 
      Don Youngblood, Easley, SC. 
      ____________________________________________________________ 
      Do THIS before eating carbs (every time) 
      1 EASY tip to increase fat-burning, lower blood sugar & decrease fat storage 
      http://thirdpartyoffers.juno.com/TGL3131/52dec9efd2f0a49ef643ast04vuc 
      
      
________________________________________________________________________________
Subject: 
Re: texas piet. flyin
From: 
"GNflyer" <rayeh48(at)yahoo.com>
Date: 
Jan 21, 2014
      
      
      I would certainly like to try to get down there for it. little too far for me to
      fly mine in the springtime in Texas with the winds and weather like they tend
      to be in the panhandle, plus I'm not nearly through with my 40 hours test time.
      but I have family in ft.Worth and it's not that far to drive on over from
      there. as an idea- what about kind of an informal swap meet? if anybody has stuff
      they would like to trade or sell I might help another builder. Raymond
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417388#417388
      
      
________________________________________________________________________________
Subject: 
Matco tailwheel
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 21, 2014
      
      
      Is anybody out there currently flying with a Matco solid 6" tailwheel (their model
      T6)?  My Scott 2000 is in need of overhaul but parts are difficult to find
      and are NOT inexpensive.  I have a used Matco T6 in good condition that I can
      put on it but I thought I'd ask if anyone has pros or cons on it before I do
      so.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417392#417392
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Matco tailwheel
Date: 
Jan 22, 2014
      
      
      Oscar,
      
      My new tail wheel is that exact one. I love it!
      
      Gary Boothe
      NX308MB
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of taildrags
      Sent: Tuesday, January 21, 2014 8:41 PM
      Subject: Pietenpol-List: Matco tailwheel
      
      --> 
      
      Is anybody out there currently flying with a Matco solid 6" tailwheel (their
      model T6)?  My Scott 2000 is in need of overhaul but parts are difficult to
      find and are NOT inexpensive.  I have a used Matco T6 in good condition that
      I can put on it but I thought I'd ask if anyone has pros or cons on it
      before I do so.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417392#417392
      
      
________________________________________________________________________________
Date: 
Jan 22, 2014
From: 
Hans van der Voort <nx15kv(at)yahoo.com>
Subject: 
Re: Matco tailwheel
      
      Oscar,=0A=0AI have one of those on the Piet, I like it.=0A=0ANo problems to
       report =0A=0AHans=0A=0ANX15KV=0AWaller, TX=0A=0A=0A=0AOn Wednesday, Januar
      y 22, 2014 6:48 AM, Gary Boothe  wrote:=0A  =0A--> Pi
      etenpol-List message posted by: "Gary Boothe" =0A=0AO
      scar,=0A=0AMy new tail wheel is that exact one. I love it!=0A=0AGary Boothe
      =0ANX308MB=0A=0A-----Original Message-----=0AFrom: owner-pietenpol-list-ser
      ver(at)matronics.com=0A[mailto:owner-pietenpol-list-server(at)matronics.com] On B
      ehalf Of taildrags=0ASent: Tuesday, January 21, 2014 8:41 PM=0ATo: pietenpo
      l-list(at)matronics.com=0ASubject: Pietenpol-List: Matco tailwheel=0A=0A--> Pi
      etenpol-List message posted by: "taildrags" =0A--> 
      =0A=0AIs anybody out there currently flying with a Matco solid 6" tailwheel
       (their=0Amodel T6)?- My Scott 2000 is in need of overhaul but parts are 
      difficult to=0Afind and are NOT inexpensive.- I have a used Matco T6 in g
      ood condition that=0AI can put on it but I thought I'd ask if anyone has pr
      os or cons on it=0Abefore I do so.=0A=0A--------=0AOscar Zuniga=0AMedford, 
      OR=0AAir Camper NX41CC "Scout"=0AA75 power=0A=0A=0A=0A=0ARead thi
      s topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=417
       - - - - - - - - - - - - - -Matt Dralle, List Adm
      =====
      
________________________________________________________________________________
Subject: 
Too Cold!
From: 
"John Francis" <Mrkringles(at)msn.com>
Date: 
Jan 22, 2014
      
      
      I have an area in my barn that has a wood stove in it.  I hang tarps from the balcony
      above it to partition in off in the winter.  With the stove I can bring
      the shop up to 60 or even 70 when I need to on a reasonable winter day.  
      
      When gluing, I will put my T-88 bottles in some warm water so the glue will flow.
      It didn't work this morning......-10 on the thermometer.
      
      --------
      John Francis
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417410#417410
      
      
      Attachments: 
      
      http://forums.matronics.com//files/dscn0041_510.jpg
      http://forums.matronics.com//files/dscn0042_141.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Too Cold!
From: 
Gary Boothe <gboothe5(at)comcast.net>
Date: 
Jan 22, 2014
      
      
      Winter?
      
      Sent from my iPhone
      
      > On Jan 22, 2014, at 7:11 AM, "John Francis"  wrote:
      > 
      > 
      > I have an area in my barn that has a wood stove in it.  I hang tarps from the
      balcony above it to partition in off in the winter.  With the stove I can bring
      the shop up to 60 or even 70 when I need to on a reasonable winter day.  
      > 
      > When gluing, I will put my T-88 bottles in some warm water so the glue will flow.
      It didn't work this morning......-10 on the thermometer.
      > 
      > --------
      > John Francis
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=417410#417410
      > 
      > 
      > 
      > 
      > Attachments: 
      > 
      > http://forums.matronics.com//files/dscn0041_510.jpg
      > http://forums.matronics.com//files/dscn0042_141.jpg
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Matco tailwheel
From: 
"pineymb" <airltd(at)mts.net>
Date: 
Jan 22, 2014
      
      
      Removed my worn out Maule tail wheel and installed the Matco with the 6" solid
      wheel a few years ago and it has excellent.
      
      --------
      Adrian M
      Winnipeg, MB
      Canada
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417413#417413
      
      
      Attachments: 
      
      http://forums.matronics.com//files/image_674.jpg
      
      
________________________________________________________________________________
Subject: 
Trim tab set-up
Date: 
Jan 22, 2014
From: 
<brian.e.jardine@l-3com.com>
      
      
      Adrian,
      I noticed your trim tab on the elevator in your picture of your tail
      wheel....could you post a few more pictures of it and a brief
      explanation on how you have it set up?
      
      Thanks,
      Brian
      SLC-UT
      
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of pineymb
      Sent: Wednesday, January 22, 2014 8:25 AM
      Subject: Pietenpol-List: Re: Matco tailwheel
      
      
      Removed my worn out Maule tail wheel and installed the Matco with the 6"
      solid wheel a few years ago and it has excellent.
      
      --------
      Adrian M
      Winnipeg, MB
      Canada
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417413#417413
      
      
      Attachments: 
      
      http://forums.matronics.com//files/image_674.jpg
      
      
________________________________________________________________________________
Subject: 
Re: It could be worse...
From: 
"regchief" <kbosley(at)comcast.net>
Date: 
Jan 22, 2014
      
      
      Back when I was crewing tankers in the Air Force, I observed the results of a too
      short approach one time. My plane had a drogue installed on the boom, 8 feet
      of hose and a basket for those Navy planes. After landing the crew ran back
      and looked at 8 feet of mangled hose and no basket.  The supervisor of flying
      drove up with a mangled basket in the back of his pickup and said " Look what
      we found in the approach lights, guys."
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417417#417417
      
      
________________________________________________________________________________
Subject: 
Re: Too Cold!
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jan 22, 2014
      
      
      John,
      
      I put my T88 in the microwave to thaw it.  Works good.  If you don't have electricity
      in your hangar I guess you could put it under your armpit for awhile. :)
      
      Gary,
      
      Winter, Just think December at my house.  Remember??? Nough said bout that.
      
      --------
      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=417422#417422
      
      
________________________________________________________________________________
From: 
"Charles Burkholder" <born2fly(at)abcmailbox.net>
Subject: 
Center section Fitting
Date: 
Jan 22, 2014
      
      Hi guys, I'm running into a problem with my center section steel 
      fittings. The plans show the control cable pulley housing bolt to go 
      right where the compression strut is on the other side. So I decided to 
      lengthen the pulley housing and swing it over onto the spar fitting and 
      bolt it along with the AN4 bolt there. Well that makes the pulley bolt 
      hit the spar fitting....Know what I mean? What did everybody do there?
      Thanks
      Charles Burkholder
      
________________________________________________________________________________
Subject: 
Re: Trim tab set-up
From: 
"pineymb" <airltd(at)mts.net>
Date: 
Jan 22, 2014
      
      
      Brian
      
      As best as I recall, the tab is approx. 6"x4" riveted to piano hinge and screwed
      to elavator with stainless screws controlled by a simple push/pull cable. Broke
      off the plastic knob and threaded the swagged end for 10/32. Used a turnbuckle
      for adjustment with an aluminum knob press fitted over the barrel.
      Precise adjustment with no drift.
      
      Hope this helps
      
      --------
      Adrian M
      Winnipeg, MB
      Canada
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417427#417427
      
      
      Attachments: 
      
      http://forums.matronics.com//files/image_200.jpg
      http://forums.matronics.com//files/image_564.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Center section Fitting
From: 
"Bill Church" <billspiet(at)sympatico.ca>
Date: 
Jan 22, 2014
      
      
      Hi Charles,
      Good to hear you're progressing.  I recall a discussion about this from a few years
      ago.  One solution is to use a Tee-nut at the location where the compression
      strut lands.  See the photo of Jim Markle's installation here:
      http://www.westcoastpiet.com/images/Jim%20Markle/images/CntrSct2003_0405_202952AA.JPG
      I've also attached a copy of the photo with the area in question circled.
      You can get tee-nuts at Home Depot.
      
      Hope that helps.
      
      Bill C.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417428#417428
      
      
      Attachments: 
      
      http://forums.matronics.com//files/tee_204.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Too Cold!
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 22, 2014
      
      
      John; your T88 bottles look sort of like mine, but I think I have you beat all
      of the label writing is gone from mine.  I guess I need to get some new stuff,
      but I hate to throw out perfectly good epoxy.  It seems to bond as good as it
      always did.  Also, I can attest to the microwave trick being very effective in
      getting it to flow.  However, take care not to over-beep the clear stuff it
      gets runny very easily and that makes it very difficult to proportion if you do
      it by eye, like I do.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417444#417444
      
      
________________________________________________________________________________
From: 
"Chris" <catdesigns(at)att.net>
Subject: 
Center section Fitting
Date: 
Jan 22, 2014
      
      I cut a notch in the compression fitting for the bolt head.
      
      
      Chris T.
      
      Sacramento, Ca
      
      Westcoastpiet.com
      
      
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Charles
      Burkholder
      Sent: Wednesday, January 22, 2014 9:57 AM
      Subject: Pietenpol-List: Center section Fitting
      
      
      Hi guys, I'm running into a problem with my center section steel fittings.
      The plans show the control cable pulley housing bolt to go right where the
      compression strut is on the other side. So I decided to lengthen the pulley
      housing and swing it over onto the spar fitting and bolt it along with the
      AN4 bolt there. Well that makes the pulley bolt hit the spar fitting....Know
      what I mean? What did everybody do there?
      Thanks
      
      Charles Burkholder
      
      
________________________________________________________________________________
Subject: 
Re: Center section Fitting
From: 
Rick <lmforge(at)earthlink.net>
Date: 
Jan 22, 2014
      
      That's what I did also. I asked the same question when I was doing my center
       section about 5 years ago and had a number of replies from builders who als
      o said they just notched the compression strut.
      
      Sent from my iPad
      
      Rick Schreiber
      In snowy, subzero, Valparaiso Indiana
      
      On Jan 22, 2014, at 7:52 PM, "Chris"  wrote:
      
      > I cut a notch in the compression fitting for the bolt head.
      >  
      >  
      > Chris T.
      > Sacramento, Ca
      > Westcoastpiet.com
      >  
      >  
      >  
      > From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-li
      st-server(at)matronics.com] On Behalf Of Charles Burkholder
      > Sent: Wednesday, January 22, 2014 9:57 AM
      > To: pietenpol-list(at)matronics.com
      > Subject: Pietenpol-List: Center section Fitting
      >  
      > Hi guys, I'm running into a problem with my center section steel fittings.
       The plans show the control cable pulley housing bolt to go right where the c
      ompression strut is on the other side. So I decided to lengthen the pulley h
      ousing and swing it over onto the spar fitting and bolt it along with the AN
      4 bolt there. Well that makes the pulley bolt hit the spar fitting....Know w
      hat I mean? What did everybody do there?
      > Thanks
      > Charles Burkholder
      >  
      >  
      > http://www.matronics.com/Navigator?Pietenpol-List
      > http://forums.matronics.com
      > http://www.matronics.com/contribution
      >  
      > 
      > 
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      > 
      
________________________________________________________________________________
Date: 
Jan 23, 2014
From: 
Jim Boyer <boyerjrb(at)comcast.net>
Subject: 
Re: Too Cold!
      
      Oh Chris you're just too thin; that's why you are cold. Eat a good meal of potato's
      meat and beans!!! Bulk you right up. 
      Cheers, Jim B. 
      
________________________________________________________________________________
Subject: 
Re: Too Cold!
From: 
"John Francis" <Mrkringles(at)msn.com>
Date: 
Jan 22, 2014
      
      
      I like the microwave idea and will try it!  Oscar, these bottles only have a small
      amount in them and I am looking forward to chucking them in the trash....they
      are a mess.
      
      --------
      John Francis
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417452#417452
      
      
________________________________________________________________________________
Date: 
Jan 22, 2014
Subject: 
Re: Center section Fitting
From: 
Ken Bickers <bickers.ken(at)gmail.com>
      
      I did the same, but put the nut in the notch. If you try to put the bolt
      head there, you'll have to install the bolt before everything gets glued
      together. Ken
      
      
      On Wed, Jan 22, 2014 at 7:07 PM, Rick  wrote:
      
      > That's what I did also. I asked the same question when I was doing my
      > center section about 5 years ago and had a number of replies from builders
      > who also said they just notched the compression strut.
      >
      > Sent from my iPad
      >
      > Rick Schreiber
      > In snowy, subzero, Valparaiso Indiana
      >
      > On Jan 22, 2014, at 7:52 PM, "Chris"  wrote:
      >
      > I cut a notch in the compression fitting for the bolt head.
      >
      >
      > Chris T.
      >
      > Sacramento, Ca
      >
      > Westcoastpiet.com
      >
      >
      > *From:* owner-pietenpol-list-server(at)matronics.com [
      > mailto:owner-pietenpol-list-server(at)matronics.com]
      > *On Behalf Of *Charles Burkholder
      > *Sent:* Wednesday, January 22, 2014 9:57 AM
      > *To:* pietenpol-list(at)matronics.com
      > *Subject:* Pietenpol-List: Center section Fitting
      >
      >
      > Hi guys, I'm running into a problem with my center section steel fittings.
      > The plans show the control cable pulley housing bolt to go right where the
      > compression strut is on the other side. So I decided to lengthen the pulley
      > housing and swing it over onto the spar fitting and bolt it along with the
      > AN4 bolt there. Well that makes the pulley bolt hit the spar
      > fitting....Know what I mean? What did everybody do there?
      > Thanks
      >
      > Charles Burkholder
      >
      >
      > *http://www.matronics.com/Navigator?Pietenpol-List *
      >
      > *http://forums.matronics.com *
      >
      > *http://www.matronics.com/contribution *
      >
      >
      > *
      >
      > ==================================
      > >http://www.matronics.com/Navigator?Pietenpol-List 
      > ==================================
      > cs.com <http://cs.com>
      > ==================================
      > matronics.com/contribution <http://matronics.com/contribution>
      > ==================================
      >
      > *
      >
      > *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
Date: 
Jan 22, 2014
Subject: 
Re: Too Cold!
From: 
Ken Bickers <bickers.ken(at)gmail.com>
      
      Another way to get the glue liquid enough to mix is to put the bottles in a
      sauce pan about half full of water.  Then bring the water to a boil on a
      propane mushroom-style heater.  It works great on the epoxy (you won't
      overheat the clear stuff) and it will help warm up your hangar or work
      area.  You might find yourself heating epoxy whenever the weather turns
      cold. Just 'cause.
      
      
      On Wed, Jan 22, 2014 at 7:59 PM, John Francis  wrote:
      
      >
      > I like the microwave idea and will try it!  Oscar, these bottles only have
      > a small amount in them and I am looking forward to chucking them in the
      > trash....they are a mess.
      >
      > --------
      > John Francis
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=417452#417452
      >
      >
      
________________________________________________________________________________
From: 
"Chris" <catdesigns(at)att.net>
Subject: 
Center section Fitting
Date: 
Jan 23, 2014
      
      Yep, I meant to say nut.
      
      
      Chris T.
      
      Sacramento, Ca
      
      Westcoastpiet.com
      
      
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Ken Bickers
      Sent: Wednesday, January 22, 2014 7:34 PM
      Subject: Re: Pietenpol-List: Center section Fitting
      
      
      I did the same, but put the nut in the notch. If you try to put the bolt
      head there, you'll have to install the bolt before everything gets glued
      together. Ken
      
      
      On Wed, Jan 22, 2014 at 7:07 PM, Rick  > wrote:
      
      That's what I did also. I asked the same question when I was doing my center
      section about 5 years ago and had a number of replies from builders who also
      said they just notched the compression strut.
      
      
      Sent from my iPad
      
      
      Rick Schreiber
      
      In snowy, subzero, Valparaiso Indiana
      
      
      On Jan 22, 2014, at 7:52 PM, "Chris"  > wrote:
      
      I cut a notch in the compression fitting for the bolt head.
      
      
      Chris T.
      
      Sacramento, Ca
      
      Westcoastpiet.com <http://Westcoastpiet.com> 
      
      
      From: owner-pietenpol-list-server(at)matronics.com
      
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Charles
      Burkholder
      Sent: Wednesday, January 22, 2014 9:57 AM
      Subject: Pietenpol-List: Center section Fitting
      
      
      Hi guys, I'm running into a problem with my center section steel fittings.
      The plans show the control cable pulley housing bolt to go right where the
      compression strut is on the other side. So I decided to lengthen the pulley
      housing and swing it over onto the spar fitting and bolt it along with the
      AN4 bolt there. Well that makes the pulley bolt hit the spar fitting....Know
      what I mean? What did everybody do there?
      Thanks
      
      Charles Burkholder
      
      
      http://www.matronics.com/Navigator?Pietenpol-List
      http://forums.matronics.com
      http://www.matronics.com/contribution
      
      
      =========
      >http://www.matronics.com/Navigator?Pietenpol-List
      =========
      cs.com <http://cs.com> 
      =========
      matronics.com/contribution <http://matronics.com/contribution> 
      =========
      
      
      " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      tp://forums.matronics.com
      _blank">http://www.matronics.com/contribution
      
      
________________________________________________________________________________
From: 
"Chris" <catdesigns(at)att.net>
Subject: 
Too Cold!
Date: 
Jan 23, 2014
      
      Jim
      
      
        I won=99t have a snarling Corvair on the nose of my plane like 
      you and Gary.  I have to watch my weight so I can keep a positive climb 
      rate. 
      
      
      Chris T.
      
      Sacramento, Ca
      
      Westcoastpiet.com
      
      
      From: owner-pietenpol-list-server(at)matronics.com 
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jim 
      Boyer
      Sent: Wednesday, January 22, 2014 6:24 PM
      Subject: Re: Pietenpol-List: Too Cold!
      
      
      Oh Chris you're just too thin; that's why you are cold. Eat a good meal 
      of potato's meat and beans!!! Bulk you right up.
      
      Cheers, Jim B.
      
      
________________________________________________________________________________
Subject: 
Re: Center section Fitting
From: 
"bdewenter" <anonymouse(at)woh.rr.com>
Date: 
Jan 23, 2014
      
      
      Why not move the compression strut a few inches - on the outboard side of the rib...there
      is plenty of room.
      
      --------
      Bob 'Early Builder' Dewenter
      Dayton OH
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417462#417462
      
      
________________________________________________________________________________
Subject: 
Re: Matco tailwheel
From: 
"bdewenter" <anonymouse(at)woh.rr.com>
Date: 
Jan 23, 2014
      
      
      After a long drawn out battle of my whits, I decided to install the Matco 6" solid
      tail-wheel with the #4 homebuilders special leaf spring from ACS.  I figured
      I was going to eventually rip my tail wheel off on some bad landing 400 miles
      from home.  It would be easier to call ACS and get new parts overnight than
      try to find a way to repair he Bernard A-Frame style.
      
      I'm glad Gary and others have posted positive comments about the Matco unit.  I
      was afraid I might be making a bad decision trading weight for convenience -
      until now that is.  Love this forum!
      
      --------
      Bob 'Early Builder' Dewenter
      Dayton OH
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417463#417463
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Re: Matco tailwheel
Date: 
Jan 23, 2014
      
      
      Good decision, Bob! Note that Mike Groah has that tail wheel on his
      plans-built BHP A-frame and it functions perfectly for him. I am continually
      complimented on the style and functionality of that tail wheel by locals who
      are seeing it for the first time.
      
      All those decisions....they tend to keep us awake! Seems like the actual
      building  is the easy part!
      
      Gary Boothe
      NX308MB
      
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of bdewenter
      Sent: Thursday, January 23, 2014 6:19 AM
      Subject: Pietenpol-List: Re: Matco tailwheel
      
      --> 
      
      After a long drawn out battle of my whits, I decided to install the Matco 6"
      solid tail-wheel with the #4 homebuilders special leaf spring from ACS.  I
      figured I was going to eventually rip my tail wheel off on some bad landing
      400 miles from home.  It would be easier to call ACS and get new parts
      overnight than try to find a way to repair he Bernard A-Frame style.
      
      I'm glad Gary and others have posted positive comments about the Matco unit.
      I was afraid I might be making a bad decision trading weight for convenience
      - until now that is.  Love this forum!
      
      --------
      Bob 'Early Builder' Dewenter
      Dayton OH
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417463#417463
      
      
________________________________________________________________________________
Subject: 
Re: Matco tailwheel
From: 
Scott Knowlton <flyingscott_k(at)hotmail.com>
Date: 
Jan 23, 2014
      
      
      For those of us who haven't chosen a tailwheel solution would you be able to give
      us a weight comparison between your new Marco and spring and the former a-frame.
      
      Scott Knowlton 
      
      Sent from my iPhone
      
      > On Jan 23, 2014, at 7:31 AM, "Gary Boothe"  wrote:
      > 
      > 
      > Good decision, Bob! Note that Mike Groah has that tail wheel on his
      > plans-built BHP A-frame and it functions perfectly for him. I am continually
      > complimented on the style and functionality of that tail wheel by locals who
      > are seeing it for the first time.
      > 
      > All those decisions....they tend to keep us awake! Seems like the actual
      > building  is the easy part!
      > 
      > Gary Boothe
      > NX308MB
      > 
      > 
      > -----Original Message-----
      > From: owner-pietenpol-list-server(at)matronics.com
      > [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of bdewenter
      > Sent: Thursday, January 23, 2014 6:19 AM
      > To: pietenpol-list(at)matronics.com
      > Subject: Pietenpol-List: Re: Matco tailwheel
      > 
      > --> 
      > 
      > After a long drawn out battle of my whits, I decided to install the Matco 6"
      > solid tail-wheel with the #4 homebuilders special leaf spring from ACS.  I
      > figured I was going to eventually rip my tail wheel off on some bad landing
      > 400 miles from home.  It would be easier to call ACS and get new parts
      > overnight than try to find a way to repair he Bernard A-Frame style.
      > 
      > I'm glad Gary and others have posted positive comments about the Matco unit.
      > I was afraid I might be making a bad decision trading weight for convenience
      > - until now that is.  Love this forum!
      > 
      > --------
      > Bob 'Early Builder' Dewenter
      > Dayton OH
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=417463#417463
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Jack Phillips" <jack(at)bedfordlandings.com>
Subject: 
Re: Matco tailwheel
Date: 
Jan 23, 2014
      
      
      Only problem with that line of thought (replacing a leaf spring rather than
      repairing a BHP A-frame) is tha the leaf spring won't break, but it will rip
      out, cracking the longerons in the process (ask me how I know).  The A-frame
      repair would be much simpler.  The A-frame is also lighter.
      
      
      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 bdewenter
      Sent: Thursday, January 23, 2014 9:19 AM
      Subject: Pietenpol-List: Re: Matco tailwheel
      
      
      After a long drawn out battle of my whits, I decided to install the Matco 6"
      solid tail-wheel with the #4 homebuilders special leaf spring from ACS.  I
      figured I was going to eventually rip my tail wheel off on some bad landing
      400 miles from home.  It would be easier to call ACS and get new parts
      overnight than try to find a way to repair he Bernard A-Frame style.
      
      I'm glad Gary and others have posted positive comments about the Matco unit.
      I was afraid I might be making a bad decision trading weight for convenience
      - until now that is.  Love this forum!
      
      --------
      Bob 'Early Builder' Dewenter
      Dayton OH
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417463#417463
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Re: Matco tailwheel
Date: 
Jan 23, 2014
      
      
      Spring and Matco tail wheel are 4 1/2 lbs heavier than the A-frame and 4"
      wheel that I previously had.
      
      Gary Boothe
      NX308MB
      
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Scott
      Knowlton
      Sent: Thursday, January 23, 2014 6:56 AM
      Subject: Re: Pietenpol-List: Re: Matco tailwheel
      
      --> 
      
      For those of us who haven't chosen a tailwheel solution would you be able to
      give us a weight comparison between your new Marco and spring and the former
      a-frame.
      
      Scott Knowlton 
      
      Sent from my iPhone
      
      > On Jan 23, 2014, at 7:31 AM, "Gary Boothe"  wrote:
      > 
      > --> 
      > 
      > Good decision, Bob! Note that Mike Groah has that tail wheel on his 
      > plans-built BHP A-frame and it functions perfectly for him. I am 
      > continually complimented on the style and functionality of that tail 
      > wheel by locals who are seeing it for the first time.
      > 
      > All those decisions....they tend to keep us awake! Seems like the 
      > actual building  is the easy part!
      > 
      > Gary Boothe
      > NX308MB
      > 
      > 
      > -----Original Message-----
      > From: owner-pietenpol-list-server(at)matronics.com
      > [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of 
      > bdewenter
      > Sent: Thursday, January 23, 2014 6:19 AM
      > To: pietenpol-list(at)matronics.com
      > Subject: Pietenpol-List: Re: Matco tailwheel
      > 
      > --> 
      > 
      > After a long drawn out battle of my whits, I decided to install the Matco
      6"
      > solid tail-wheel with the #4 homebuilders special leaf spring from 
      > ACS.  I figured I was going to eventually rip my tail wheel off on 
      > some bad landing
      > 400 miles from home.  It would be easier to call ACS and get new parts 
      > overnight than try to find a way to repair he Bernard A-Frame style.
      > 
      > I'm glad Gary and others have posted positive comments about the Matco
      unit.
      > I was afraid I might be making a bad decision trading weight for 
      > convenience
      > - until now that is.  Love this forum!
      > 
      > --------
      > Bob 'Early Builder' Dewenter
      > Dayton OH
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=417463#417463
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Subject: 
leaf springs
Date: 
Jan 23, 2014
      
      Bob-I haven't kept up with the responses to your question so forgive me if 
      this is repetitious info but
      
      I've had many good years flying with this setup.  I started out with a sing
      le leaf but that was a lousy idea for
      
      several reasons.  1, the single leaf was far too flexible and it would slap
       and stretch the cables/springs against
      
      the belly plus put strain on the rudder bar I'd imagine and 2, if that sing
      le leaf breaks (which it did once) you're
      
      in for a messy amount of damage.
      
      
      I believe that three springs would be too stiff so I settled on two.  I got
       one leaf from ACS or Wicks then the other
      
      leaf from a local friend from some old airplane.  The curves of the springs
       didn't match so I went to UNCLE Tony's
      
      books and guess what?   He shows you how to bend the springs!
      
      
      Then I had to drill holes in those springs and guess what?    I didn't have
       a clue how to properly do that but once again,
      
      Tony said to "drill leaf springs with a masonry bit and you will be surpris
      ed how easily it will go."  Sure enough.
      
      
      Hope this helps!
      
      
      Michael Cuy
      
      Cleveland, OH
      
      
      [cid:image001.jpg(at)01CF1830.159273D0]      [cid:image002.png(at)01CF1830.159273
      D0]
      
      
________________________________________________________________________________
From: 
"Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Subject: 
tailwheel options-- spring or A-frame
Date: 
Jan 23, 2014
      
      Bob-- I neglected to mention that the A-frame trailing arm tailwheel assemb
      ly is of course an excellent way to go as well but
      
      you have to reinforce the lower longerons with some kind of plywood laminat
      ions so that should you get into a ditch or severe groundloop
      
      that the side loads won't rip the A-frame out of the longerons but of cours
      e if the forces are great enough nothing will hold together back there.
      
      
      I checked out the Matco tailwheel assemblies and they are far less in cost 
      than my 4" diameter Homebuilders tailwheel assembly from Wicks.
      
      
      I wonder if you could replace that 6" wheel with a 4" wheel?   Might not be
       enough weight savings to worry about but the 4" diameter wheel I've been
      
      running has been ideal all the way around.
      
      
      This item below is from Wicks. They have three different versions of this w
      ith various bore hole sizes.
      
      
      Mike C
      
      Ohio
      
      
      [cid:image001.png(at)01CF1831.7EAD3B60]
      
      
________________________________________________________________________________
Subject: 
Re: Matco tailwheel
From: 
"tools" <n0kkj(at)yahoo.com>
Date: 
Jan 23, 2014
      
      
      I've got the Matco and love it.  Works flawlessly.
      
      Mine got stuck in soft dirt off the runway during a ground loop and it took all
      four longerons right off.. with the tail post.  Inexpensive repair, but very
      comprehensive.  The tailwheel and all associated parts are none the worse for
      wear.  
      
      Repairing external parts (as in welding or replacing the a-frame) would be easier.
      I can't imagine breaking the Matco without damaging the longerons.  
      
      I've not flown a Bernard style tailwheel, can attest the Matco is very beginner
      friendly.  When you pin the tail down on pavement, you have perfect control in
      very adverse conditions.  That's the aspect of it I like so much.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417477#417477
      
      
________________________________________________________________________________
Date: 
Jan 23, 2014
From: 
Jim Boyer <boyerjrb(at)comcast.net>
Subject: 
Re: Too Cold!
      
      Hi Chris, 
      I understand; but you want to be heavy enough that you don't float out of t
      he cockpit! I definitely don't have that problem. Being from South Dakota I
      'm built low to the ground so the wind doesn't blow me away. 
      Cheers, 
      Jim 
      
      =C2- 
      
________________________________________________________________________________
Subject: 
Re: tailwheel options-- spring or A-frame
From: 
"bdewenter" <anonymouse(at)woh.rr.com>
Date: 
Jan 23, 2014
      
      
      Mike,
      
      The 6" tail wheel itself "seems" light.  its the large piece of billet aluminum
      and the hardware for pivoting / steering that is "heavy" - it is a very stout
      item.
      
      My installation is nearly identical to yours Mike.  I did beef up the area between
      the two lower longerons and added plywood and aluminum "plates" covering the
      entire "V"area - I followed your drawings (west coast piets) nearly identical.
       And I agree one leaf spring seems to bouncy.  I will be adding a seconds
      #4 special from ACS (following Uncle Tony's drawings/instructions for multiple
      springs).
      
      --------
      Bob 'Early Builder' Dewenter
      Dayton OH
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417490#417490
      
      
________________________________________________________________________________
Subject: 
Re: tailwheel options-- spring or A-frame
From: 
"bdewenter" <anonymouse(at)woh.rr.com>
Date: 
Jan 23, 2014
      
      
      Forgot to mention - before i get "pounced" there is a 1x4" strip of 4130 0100"
      on the inside to back up to bolts - would not consider ply wood and aluminum gussetts
      to be string enough to keep the bolts from pulling through!
      
      --------
      Bob 'Early Builder' Dewenter
      Dayton OH
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417492#417492
      
      
________________________________________________________________________________
Date: 
Jan 23, 2014
Subject: 
Re: Center section Fitting
From: 
Ken Bickers <bickers.ken(at)gmail.com>
      
      Bob, I'm having trouble envisioning how this would work.  Much of the
      strength of the center section derives from the way the plywood panel glues
      to the bottom of the compression struts and the spars, thereby forming a
      rigid box. On mine, the floor of the box formed by the compression struts
      sits above the bottom of the ribs by the exact thickness of the rib
      capstrip.  That way the fabric glues just to the capstrips and not to the
      floor of the compression strut box.  If you were to move the compression
      members outside the ribs, would you modify the ribs to sit on top of the
      plywood floor and glue the fabric directly to it?  Or would you somehow fit
      the plywood through the interstitial braces of the rib?  Not trying to
      argue, here, but I'm just not following your idea.  Making the notch in the
      compression strut was simple and didn't require rethinking anything else.
       Cheers, Ken
      
      
      On Thu, Jan 23, 2014 at 7:06 AM, bdewenter  wrote:
      
      >
      > Why not move the compression strut a few inches - on the outboard side of
      > the rib...there is plenty of room.
      >
      > --------
      > Bob 'Early Builder' Dewenter
      > Dayton OH
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=417462#417462
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Matco tailwheel
From: 
Michael Groah <dskogrover(at)yahoo.com>
Date: 
Jan 23, 2014
      
      
      I like the A frame with the Matco tail wheel attached.  It works well, it was easy
      to build, and it doesn't stress the fuselage in ways it wasn't designed to
      be.  I had the pneumatic tire on it at first which was quieter but I switched
      to a solid rubber after getting a couple of flats. I did make new longer steering
      arms for it that give it the proper steering geometry.  It steers well, stays
      steerable when needed and unlocks into free swivel if I want to pivot on
      one wheel.  I wouldn't change a thing now.  
      
      Mike Groah
      
      Sent from my iPad
      
      > On Jan 23, 2014, at 7:06 AM, "Gary Boothe"  wrote:
      > 
      > 
      > Spring and Matco tail wheel are 4 1/2 lbs heavier than the A-frame and 4"
      > wheel that I previously had.
      > 
      > Gary Boothe
      > NX308MB
      > 
      > 
      > -----Original Message-----
      > From: owner-pietenpol-list-server(at)matronics.com
      > [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Scott
      > Knowlton
      > Sent: Thursday, January 23, 2014 6:56 AM
      > To: pietenpol-list(at)matronics.com
      > Subject: Re: Pietenpol-List: Re: Matco tailwheel
      > 
      > --> 
      > 
      > For those of us who haven't chosen a tailwheel solution would you be able to
      > give us a weight comparison between your new Marco and spring and the former
      > a-frame.
      > 
      > Scott Knowlton 
      > 
      > Sent from my iPhone
      > 
      >> On Jan 23, 2014, at 7:31 AM, "Gary Boothe"  wrote:
      >> 
      >> --> 
      >> 
      >> Good decision, Bob! Note that Mike Groah has that tail wheel on his 
      >> plans-built BHP A-frame and it functions perfectly for him. I am 
      >> continually complimented on the style and functionality of that tail 
      >> wheel by locals who are seeing it for the first time.
      >> 
      >> All those decisions....they tend to keep us awake! Seems like the 
      >> actual building  is the easy part!
      >> 
      >> Gary Boothe
      >> NX308MB
      >> 
      >> 
      >> -----Original Message-----
      >> From: owner-pietenpol-list-server(at)matronics.com
      >> [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of 
      >> bdewenter
      >> Sent: Thursday, January 23, 2014 6:19 AM
      >> To: pietenpol-list(at)matronics.com
      >> Subject: Pietenpol-List: Re: Matco tailwheel
      >> 
      >> --> 
      >> 
      >> After a long drawn out battle of my whits, I decided to install the Matco
      > 6"
      >> solid tail-wheel with the #4 homebuilders special leaf spring from 
      >> ACS.  I figured I was going to eventually rip my tail wheel off on 
      >> some bad landing
      >> 400 miles from home.  It would be easier to call ACS and get new parts 
      >> overnight than try to find a way to repair he Bernard A-Frame style.
      >> 
      >> I'm glad Gary and others have posted positive comments about the Matco
      > unit.
      >> I was afraid I might be making a bad decision trading weight for 
      >> convenience
      >> - until now that is.  Love this forum!
      >> 
      >> --------
      >> Bob 'Early Builder' Dewenter
      >> Dayton OH
      >> 
      >> 
      >> 
      >> 
      >> Read this topic online here:
      >> 
      >> http://forums.matronics.com/viewtopic.php?p=417463#417463
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Matco tailwheel
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 23, 2014
      
      
      Sounds like nothing but positive feedback on the Matco, so it will go on Scout's
      tail this weekend and I'll retire the worn-out Scott.  My tailwheel is sprung
      with two flat leaf springs on the tail.
      
      I put the Scott 2000 tailwheel on the cheesy bathroom scales that I have at the
      hangar and it wavered between 4.5 and 5 lbs.  I then put the Matco on it and
      it wavered between 4.5 and 5 lbs, so it looks like a wash there.
      
      I will bring both tailwheels to our soils lab where we have accurate balance scales
      and will compare the weights to see if I need to adjust the aircraft's W&B
      sheet, but it looks like nothing more than a logbook entry and off we go.  I
      like the way my Scott breaks over to free-castoring mode, so the Matco will have
      to prove that it's the equal of the Scott in that respect.  It says it breaks
      over at 40 degrees of pivot.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417519#417519
      
      
________________________________________________________________________________
From: 
"Chris" <catdesigns(at)att.net>
Subject: 
Re: Matco tailwheel
Date: 
Jan 23, 2014
      
      
      Several pictures of Mike's tail wheel are about 1/2 way down this page.
      
      http://westcoastpiet.com/2013_west_coast_pietenpol_gathering.htm
      
      Chris
      
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Michael
      Groah
      Sent: Thursday, January 23, 2014 1:28 PM
      Subject: Re: Pietenpol-List: Re: Matco tailwheel
      
      --> 
      
      I like the A frame with the Matco tail wheel attached.  It works well, it
      was easy to build, and it doesn't stress the fuselage in ways it wasn't
      designed to be.  I had the pneumatic tire on it at first which was quieter
      but I switched to a solid rubber after getting a couple of flats. I did make
      new longer steering arms for it that give it the proper steering geometry.
      It steers well, stays steerable when needed and unlocks into free swivel if
      I want to pivot on one wheel.  I wouldn't change a thing now.  
      
      Mike Groah
      
      Sent from my iPad
      
      > On Jan 23, 2014, at 7:06 AM, "Gary Boothe"  wrote:
      > 
      > --> 
      > 
      > Spring and Matco tail wheel are 4 1/2 lbs heavier than the A-frame and 4"
      > wheel that I previously had.
      > 
      > Gary Boothe
      > NX308MB
      > 
      > 
      > -----Original Message-----
      > From: owner-pietenpol-list-server(at)matronics.com
      > [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Scott 
      > Knowlton
      > Sent: Thursday, January 23, 2014 6:56 AM
      > To: pietenpol-list(at)matronics.com
      > Subject: Re: Pietenpol-List: Re: Matco tailwheel
      > 
      > --> 
      > 
      > For those of us who haven't chosen a tailwheel solution would you be 
      > able to give us a weight comparison between your new Marco and spring 
      > and the former a-frame.
      > 
      > Scott Knowlton
      > 
      > Sent from my iPhone
      > 
      >> On Jan 23, 2014, at 7:31 AM, "Gary Boothe"  wrote:
      >> 
      >> --> 
      >> 
      >> Good decision, Bob! Note that Mike Groah has that tail wheel on his 
      >> plans-built BHP A-frame and it functions perfectly for him. I am 
      >> continually complimented on the style and functionality of that tail 
      >> wheel by locals who are seeing it for the first time.
      >> 
      >> All those decisions....they tend to keep us awake! Seems like the 
      >> actual building  is the easy part!
      >> 
      >> Gary Boothe
      >> NX308MB
      >> 
      >> 
      >> -----Original Message-----
      >> From: owner-pietenpol-list-server(at)matronics.com
      >> [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of 
      >> bdewenter
      >> Sent: Thursday, January 23, 2014 6:19 AM
      >> To: pietenpol-list(at)matronics.com
      >> Subject: Pietenpol-List: Re: Matco tailwheel
      >> 
      >> --> 
      >> 
      >> After a long drawn out battle of my whits, I decided to install the 
      >> Matco
      > 6"
      >> solid tail-wheel with the #4 homebuilders special leaf spring from 
      >> ACS.  I figured I was going to eventually rip my tail wheel off on 
      >> some bad landing
      >> 400 miles from home.  It would be easier to call ACS and get new 
      >> parts overnight than try to find a way to repair he Bernard A-Frame
      style.
      >> 
      >> I'm glad Gary and others have posted positive comments about the 
      >> Matco
      > unit.
      >> I was afraid I might be making a bad decision trading weight for 
      >> convenience
      >> - until now that is.  Love this forum!
      >> 
      >> --------
      >> Bob 'Early Builder' Dewenter
      >> Dayton OH
      >> 
      >> 
      >> 
      >> 
      >> Read this topic online here:
      >> 
      >> http://forums.matronics.com/viewtopic.php?p=417463#417463
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: West Coast Piet fly-in 2014
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 23, 2014
      
      
      OK, so this evening I put pencil lines on the sectionals and planned my route of
      flight and fuel stops.  First leg will be over the Siskiyou Summit to Siskiyou
      County airport, 48 statute, I'm planning a 7AM launch on Friday, June 6 so
      I should arrive at Siskiyou County ("check for oil leaks; check for loose hardware;
      check pilot for weak knees and heart palpitations") at about 8AM.  Next
      stop will be Red Bluff, 116 statute, about 2 hours.  Fuel up and keep going.
      
      Next stop will be at Yolo County west of Sacramento, I should arrive at about 1PM
      and will fuel up, have lunch, and seek a remedy for saddle soreness.
      
      Next stop (if I can keep awake after lunch!) will be at Los Banos, 118 statute
      miles distant, where I should arrive before 5PM.  I will probably stay the night
      at a motel there and plan on grouping up with anybody who will be heading out
      to Frazier Lake from the Los Banos side in the morning.  I will have roughly
      7 flight hours and 393 statute miles from Medford to Los Banos.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417521#417521
      
      
________________________________________________________________________________
From: 
glenschweizer(at)yahoo.com
Subject: 
Re: Matco tailwheel
Date: 
Jan 23, 2014
      
      
      EAAHotline (the weekly e-newsletter)has very interesting info regarding setting
      up a tail wheel. The member comments address steering geometry and wheel shimmy
      very well.  Check it out
      
      Sent from my iPhone
      
      > On Jan 23, 2014, at 9:17 PM, "Chris"  wrote:
      > 
      > 
      > Several pictures of Mike's tail wheel are about 1/2 way down this page.
      > 
      > http://westcoastpiet.com/2013_west_coast_pietenpol_gathering.htm
      > 
      > Chris
      > 
      > 
      > 
      > -----Original Message-----
      > From: owner-pietenpol-list-server(at)matronics.com
      > [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Michael
      > Groah
      > Sent: Thursday, January 23, 2014 1:28 PM
      > To: pietenpol-list(at)matronics.com
      > Subject: Re: Pietenpol-List: Re: Matco tailwheel
      > 
      > --> 
      > 
      > I like the A frame with the Matco tail wheel attached.  It works well, it
      > was easy to build, and it doesn't stress the fuselage in ways it wasn't
      > designed to be.  I had the pneumatic tire on it at first which was quieter
      > but I switched to a solid rubber after getting a couple of flats. I did make
      > new longer steering arms for it that give it the proper steering geometry.
      > It steers well, stays steerable when needed and unlocks into free swivel if
      > I want to pivot on one wheel.  I wouldn't change a thing now.  
      > 
      > Mike Groah
      > 
      > Sent from my iPad
      > 
      >> On Jan 23, 2014, at 7:06 AM, "Gary Boothe"  wrote:
      >> 
      >> --> 
      >> 
      >> Spring and Matco tail wheel are 4 1/2 lbs heavier than the A-frame and 4"
      >> wheel that I previously had.
      >> 
      >> Gary Boothe
      >> NX308MB
      >> 
      >> 
      >> -----Original Message-----
      >> From: owner-pietenpol-list-server(at)matronics.com
      >> [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Scott 
      >> Knowlton
      >> Sent: Thursday, January 23, 2014 6:56 AM
      >> To: pietenpol-list(at)matronics.com
      >> Subject: Re: Pietenpol-List: Re: Matco tailwheel
      >> 
      >> --> 
      >> 
      >> For those of us who haven't chosen a tailwheel solution would you be 
      >> able to give us a weight comparison between your new Marco and spring 
      >> and the former a-frame.
      >> 
      >> Scott Knowlton
      >> 
      >> Sent from my iPhone
      >> 
      >>> On Jan 23, 2014, at 7:31 AM, "Gary Boothe"  wrote:
      >>> 
      >>> --> 
      >>> 
      >>> Good decision, Bob! Note that Mike Groah has that tail wheel on his 
      >>> plans-built BHP A-frame and it functions perfectly for him. I am 
      >>> continually complimented on the style and functionality of that tail 
      >>> wheel by locals who are seeing it for the first time.
      >>> 
      >>> All those decisions....they tend to keep us awake! Seems like the 
      >>> actual building  is the easy part!
      >>> 
      >>> Gary Boothe
      >>> NX308MB
      >>> 
      >>> 
      >>> -----Original Message-----
      >>> From: owner-pietenpol-list-server(at)matronics.com
      >>> [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of 
      >>> bdewenter
      >>> Sent: Thursday, January 23, 2014 6:19 AM
      >>> To: pietenpol-list(at)matronics.com
      >>> Subject: Pietenpol-List: Re: Matco tailwheel
      >>> 
      >>> --> 
      >>> 
      >>> After a long drawn out battle of my whits, I decided to install the 
      >>> Matco
      >> 6"
      >>> solid tail-wheel with the #4 homebuilders special leaf spring from 
      >>> ACS.  I figured I was going to eventually rip my tail wheel off on 
      >>> some bad landing
      >>> 400 miles from home.  It would be easier to call ACS and get new 
      >>> parts overnight than try to find a way to repair he Bernard A-Frame
      > style.
      >>> 
      >>> I'm glad Gary and others have posted positive comments about the 
      >>> Matco
      >> unit.
      >>> I was afraid I might be making a bad decision trading weight for 
      >>> convenience
      >>> - until now that is.  Love this forum!
      >>> 
      >>> --------
      >>> Bob 'Early Builder' Dewenter
      >>> Dayton OH
      >>> 
      >>> 
      >>> 
      >>> 
      >>> Read this topic online here:
      >>> 
      >>> http://forums.matronics.com/viewtopic.php?p=417463#417463
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jan 24, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Tail Wheel Swing Arm
      
      Watching the thread on tail wheel selection and the like, I thought I would
       share the following:=0A=0APicture 1 shows my swing arm brackets. Picture 2
       shows my tube-in tube mod. like we use for the control torque tube. Pictur
      e 3 shows the installation. As always, plywood was added under both sides o
      f the brackets to help support the soft spruce.=0A=0A-=0AIf God is your c
      o-pilot...switch seats.=0AMichael Perez=0APietenpol HINT Videos=0AKaretaker
      Aero=0Awww.karetakeraero.com
      
________________________________________________________________________________
From: 
"Charles Burkholder" <born2fly(at)abcmailbox.net>
Subject: 
Re: Center section Fitting
Date: 
Jan 24, 2014
      
      
      Thanks guys. I didn't like the idea of notching the compression strut but 
      sounds like it's ok so between that or modifying my current setup I should 
      be set to go...
      Charles
      ----- Original Message ----- 
      From: "bdewenter" <anonymouse(at)woh.rr.com>
      Sent: Thursday, January 23, 2014 9:06 AM
      Subject: Pietenpol-List: Re: Center section Fitting
      
      
      >
      > Why not move the compression strut a few inches - on the outboard side of 
      > the rib...there is plenty of room.
      >
      > --------
      > Bob 'Early Builder' Dewenter
      > Dayton OH
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=417462#417462
      >
      >
      > 
      
      
________________________________________________________________________________
Date: 
Jan 24, 2014
From: 
"TOM STINEMETZE" <TOMS(at)mcpcity.com>
Subject: 
Spitfire XV
      
      
      I know this has nothing to do with Air Campers or Sky Scouts but it does involve
      working on an airplane and seeing it through to completion.  And, it is not
      too long so it won't kill your work day.
      
      Enjoy  https://youtube.googleapis.com/v/TneYPcyGbbY%26autoplay=1%26rel=0
      Tom Stinemetze
      McPherson, KS.
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Re: West Coast Piet fly-in 2014
Date: 
Jan 24, 2014
      
      
      Suggestion:  When you leave Yolo County, go for altitude! It's a bumpy ride
      over the delta area, especially in the afternoon. There's a reason why the
      landscape is peppered with windmill farms...
      
      Gary Boothe
      NX308MB
      
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of taildrags
      Sent: Thursday, January 23, 2014 9:31 PM
      Subject: Pietenpol-List: Re: West Coast Piet fly-in 2014
      
      --> 
      
      OK, so this evening I put pencil lines on the sectionals and planned my
      route of flight and fuel stops.  First leg will be over the Siskiyou Summit
      to Siskiyou County airport, 48 statute, I'm planning a 7AM launch on Friday,
      June 6 so I should arrive at Siskiyou County ("check for oil leaks; check
      for loose hardware; check pilot for weak knees and heart palpitations") at
      about 8AM.  Next stop will be Red Bluff, 116 statute, about 2 hours.  Fuel
      up and keep going.
      
      Next stop will be at Yolo County west of Sacramento, I should arrive at
      about 1PM and will fuel up, have lunch, and seek a remedy for saddle
      soreness.
      
      Next stop (if I can keep awake after lunch!) will be at Los Banos, 118
      statute miles distant, where I should arrive before 5PM.  I will probably
      stay the night at a motel there and plan on grouping up with anybody who
      will be heading out to Frazier Lake from the Los Banos side in the morning.
      I will have roughly 7 flight hours and 393 statute miles from Medford to Los
      Banos.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417521#417521
      
      
________________________________________________________________________________
Date: 
Jan 24, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Re: Spitfire XV
      
      Thanks Tom. I love these kinds of war bird stories. 
      
      
      If God is your co-pilot...switch seats.
      Michael Perez
      Pietenpol HINT Videos
      Karetaker Aero
      www.karetakeraero.com
      
________________________________________________________________________________
Subject: 
Re: West Coast Piet fly-in 2014
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 24, 2014
      
      
      Gary; thanks for the suggestion on crossing the delta area.  I'll go for altitude!
      I'll try for at least 2500'...
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417534#417534
      
      
________________________________________________________________________________
Subject: 
Re: Matco tailwheel
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jan 24, 2014
      
      
      Glen,
      
      Here are the explanations for the correct installation and caster for a tailwheel
      set up.  I concur with all the folks who have written these.  My plane is set
      up exactly as described here.  
      
      Here is the link. Please red this so none of us end up wrecking a perfectly good
      airplane.
      
      http://eaa.org/news/2014/releases/2014-01-23_Tail-Wheel-Shimmy-letters.pdf
      
      Happy Landings,
      
      --------
      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=417535#417535
      
      
________________________________________________________________________________
Subject: 
Re: West Coast Piet fly-in 2014
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jan 24, 2014
      
      
      Oscar,
      
      Sounds like you have a handle on it. Enjoy your flight and see you there. Scout
      will be Soooo Happy.
      
      --------
      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=417536#417536
      
      
________________________________________________________________________________
Date: 
Jan 24, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Re: Matco tailwheel
      
      -I read the intel. contained in the link that Scott L. provided and found
       this:=0A=0A"To make matters worse in some cases, some airplanes have the c
      aster attached to a leaf spring. Leaf springs have relatively low torsional
       resistance allowing the caster to flop over to one side or the other, depe
      nding on the direction of the load."=0A=0AI am not using a leaf spring, but
       for my own knowledge, I would- like to know what this statement means.
      -=0A-=0A=0AIf God is your co-pilot...switch seats.=0AMichael Perez=0APi
      etenpol HINT Videos=0AKaretakerAero=0Awww.karetakeraero.com=0A
      
________________________________________________________________________________
Subject: 
Re: Matco tailwheel
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jan 24, 2014
      
      
      I suspect that they mean the spring can have a twisting moment generated by any
      applied side loads.  That being said, I have a single leaf spring on my plane
      and have never had a tail wheel related problem.  My tail wheel steering cable
      are very loose and even sag. It does not shimmy and I could probably land it
      with my feet on the floor but have not tried it. That is on the verge of doing
      something very stupid but the plane is very stable. Please keep in mind that
      I have a steel tube fuselage and don't share the same concerns that the wood
      fuselages may experience. Dad has a wood fuselage GN-1 with a double leaf spring.
      The tail wheel was once torn out of his plane during a ground loop too. 
      
      
      I think the article still provides some great input for us and other builders.
      It may even help cure a problem someone is currently experiencing. It is a great
      topic and it with our own experimenting will help a lot of us.  
      
      Excellent Thread!!!
      
      --------
      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=417539#417539
      
      
________________________________________________________________________________
Subject: 
Clincher airplane wheels Ebay
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jan 24, 2014
      
      
      These are some good looking wheels on Ebay. 6 days left.
      http://www.ebay.com/itm/281252286142?ssPageName=STRK:MEWAX:IT&_trksid=p3984.m1423.l2649
      
      --------
      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=417543#417543
      
      
________________________________________________________________________________
Subject: 
Re: Matco tailwheel
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 24, 2014
      
      
      I put the Matco T6 and Scott 2000 tailwheels on our lab scales, which give me reliable
      readouts in tenths of a pound.  The Matco is 0.4 lb lighter than the Scott
      (about 6 oz).  I did a what-if with the lighter tailwheel in my W&B spreadsheet
      and found that installing the Matco changes things just a tad.  I can fly
      a slightly heavier pilot with two up and minimum fuel, but now the minimum
      pilot weight with full fuel and no passenger has gone up by 3 lbs... that minimum
      pilot weight is 108 lbs. or the CG falls out the front of the envelope.
      
      Of course no solo from front seat, and the airplane is so placarded.  I suppose
      I could figure out how heavy a sandbag or can of water I would need to strap
      into the rear cockpit if I just absolutely had to solo it from the front seat,
      but there is no carb heat control, brakes, or fuel shutoff available from the
      front cockpit... and no flight instruments.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417544#417544
      
      
________________________________________________________________________________
Date: 
Jan 24, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Re: Matco tailwheel
      
      Thanks Scott. I find it strange that something like a leaf spring would hav
      e any "give" at all other than where it- was designed. I would think the 
      wood fuselage would cause more a twisting issue then the leaf, but maybe th
      e-quote was from a steel an/or composit fuselage point of view.=0A-=0A
      =0AIf God is your co-pilot...switch seats.=0AMichael Perez=0APietenpol HINT
       Videos=0AKaretaker Aero=0Awww.karetakeraero.com
      
________________________________________________________________________________
Date: 
Jan 24, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Re: Matco tailwheel
      
      "...but there is no carb heat control, brakes, or fuel shutoff available fr
      om the front cockpit... and no flight instruments."=0A-=0AI don't see the
       problem Oscar...-: )=0A=0AIf God is your co-pilot...switch seats.=0AMich
      ael Perez=0APietenpol HINT Videos=0AKaretaker Aero=0Ahttp://www.karetakerae
      ro.com/
      
________________________________________________________________________________
Subject: 
Re: Spitfire XV
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 24, 2014
      
      
      Ah, what a beauty!  And didja see that Matco tailwheel on it?  ;o)
      
      Beautiful restoration, and what a joy it must have been for the test pilot to do
      the honors.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417550#417550
      
      
________________________________________________________________________________
Date: 
Jan 25, 2014
From: 
John Franklin <jbfjr(at)peoplepc.com>
Subject: 
Fuel flow question
      
      
      I'm building a GN-1 with a Corvair engine, fed by a gravity-fed fuel system.  The
      fuel tank is from Aircraft Spruce, built for a Swift airplane, and is listed
      as a 16-gallon tank.  I placed it in the compartment where the passenger would
      normally be, having decided to build a single-seat Aircamper.  The 3/8" fuel
      tubing is routed downhill from the main shutoff valve in the cockpit to the
      gascolator at the bottom of the firewall.  
      
      Today I did a fuel-flow test as recommended by Tony Bingelis' books.  With the
      plane level and about three gallons of fuel in the tank, I get a most generous
      29 gal/hour flow rate.  However, when I lowered the tail until the fuselage was
      at a 16 degree angle, the fuel flow dropped to a miserable 1.5 gal/hour.  
      
      Since I've never flown an Aircamper, I don't know if 16 degrees is a reasonable
      angle to test, it looked pretty steep to me and I doubt if the plane could sustain
      that kind of nose-up attitude for long, but really don't know.  Since the
      fuel flow is so high at level height, I would think that would rule out any
      restrictions.
      
      I would appreciate any comments and/or suggestions.  I could raise the tank maybe
      another inch or two, but no more than that.  I suppose I could add a fuel pump
      but of course that adds complexity, weight, etc.
      
      Thanks,
      John Franklin
      Prairie Aire 4TA0
      Needville, TX
      
      
________________________________________________________________________________
Date: 
Jan 25, 2014
From: 
shad bell <aviatorbell(at)yahoo.com>
Subject: 
Re: Fuel flow question
      
      John, If I am understanding correctly you have the tank back in the front c
      ockpit area ( above the front seat )?- If you have it that far back you a
      re loosing head pressure due to where the tank is relitive to the carburato
      r in the nose up attitude.- If you move the tank forward (just behind fir
      ewall) it should help the flow rate.- The farther back the tank the worse
       the flow will be with a positive pitch attitude.-- For the corvair I w
      ould estimate 8-9GPH at full power, so you want at least 14 GPH.- I just 
      did the same thing on the Baby Lakes I am finishing, it gets nerve racking 
      when you time that first gallon of gas flowing thru.=0A-=0AShad=0A=0A=0A_
      _______________________________=0AFrom: John Franklin <jbfjr(at)peoplepc.com>
      =0ATo: Piet_List  =0ASent: Saturday, January 
      25, 2014 7:55 PM=0ASubject: Pietenpol-List: Fuel flow question=0A=0A=0A--> 
      Pietenpol-List message posted by: John Franklin =0A=0AI
      'm building a GN-1 with a Corvair engine, fed by a gravity-fed fuel system.
      - The fuel tank is from Aircraft Spruce, built for a Swift airplane, and 
      is listed as a 16-gallon tank.- I placed it in the compartment where the 
      passenger would normally be, having decided to build a single-seat Aircampe
      r.- The 3/8" fuel tubing is routed downhill from the main shutoff valve i
      n the cockpit to the gascolator at the bottom of the firewall.- =0A=0ATod
      ay I did a fuel-flow test as recommended by Tony Bingelis' books.- With t
      he plane level and about three gallons of fuel in the tank, I get a most ge
      nerous 29 gal/hour flow rate.- However, when I lowered the tail until the
       fuselage was at a 16 degree angle, the fuel flow dropped to a miserable 1.
      5 gal/hour.- =0A=0ASince I've never flown an Aircamper, I don't know if 1
      6 degrees is a reasonable angle to test, it looked pretty steep to me and I
       doubt if the plane could sustain that kind of nose-up attitude for long, b
      ut really don't know.- Since the fuel flow is so high at level height, I 
      would think that would rule out any restrictions.=0A=0AI would appreciate a
      ny comments and/or suggestions.- I could raise the tank maybe another inc
      h or two, but no more than that.- I suppose I could add a fuel pump but o
      f course that adds complexity, weight, etc.=0A=0AThanks,=0AJohn Franklin=0A
      =========================0A
      - - - - - - - - - - - - -Matt Dralle, List Admin.
      ====
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 25, 2014
      
      
      John; since you're building a GN-1, I can't offer direct advice or assistance (my
      airplane is a Piet).  However, my experience with the 16 gallon tank up ahead
      of the passenger in my airplane is that with a gravity feed system, the last
      couple of gallons in my tank are unusable except in an emergency, and then only
      in level flight.  I can cruise on past the 12 gallon mark and dig into that
      last few gallons of reserve, but if I raise the nose to full-stall the airplane
      or try to power out in a climbing go-around with minimum fuel, I may not have
      sufficient fuel flow to sustain engine operation.  It does sound like your
      test is pretty extreme though I think I've heard of 12 degrees as the nominal
      design three-point attitude, which would also be the climb out angle at just
      above minimum controllable airspeed.
      
      Although it is certainly simpler and easier to keep your system as-is, gravity
      feed only, if you run a Corvair you'll also run a battery and electrical system,
      so you can include an electric fuel pump feeding fuel from your main tank to
      a small header tank that gravity-feeds the carb.  Alternatively, your fuel pump
      can continuously feed the carb and the overflow can return to the tank.
      
      Just BS'ing here.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417601#417601
      
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
Rick <lmforge(at)earthlink.net>
Date: 
Jan 25, 2014
      
      
      John, 
      I have a 19 gal in the nose on my Corvair powered Piet. With the fuselage at a
      20 deg. angle of attack, I got a fuel flow of 22.5 gph. This fuel flow was maintained
      with only 1/2 gallon of fuel in the tank. All of the fuel was useable
      except for 4oz. The FAR's require the fuel flow to be 150% of the max fuel burn
      at max angle of attack. I think you can easily climb at a 16 degree angle, especially
      after a shallow dive. I would be very concerned about your fuel flow
      rates.
      
      If the max fuel burn is 9 gph on a Corvair, as Shad says you need a flow rate of
      at least 13.5 gph.
      
      Regards,
      Rick Schreiber 
      
      On Jan 25, 2014, at 6:55 PM, John Franklin  wrote:
      
      > 
      > I'm building a GN-1 with a Corvair engine, fed by a gravity-fed fuel system.
      The fuel tank is from Aircraft Spruce, built for a Swift airplane, and is listed
      as a 16-gallon tank.  I placed it in the compartment where the passenger would
      normally be, having decided to build a single-seat Aircamper.  The 3/8" fuel
      tubing is routed downhill from the main shutoff valve in the cockpit to the
      gascolator at the bottom of the firewall.  
      > 
      > Today I did a fuel-flow test as recommended by Tony Bingelis' books.  With the
      plane level and about three gallons of fuel in the tank, I get a most generous
      29 gal/hour flow rate.  However, when I lowered the tail until the fuselage
      was at a 16 degree angle, the fuel flow dropped to a miserable 1.5 gal/hour.
      
      > 
      > Since I've never flown an Aircamper, I don't know if 16 degrees is a reasonable
      angle to test, it looked pretty steep to me and I doubt if the plane could
      sustain that kind of nose-up attitude for long, but really don't know.  Since
      the fuel flow is so high at level height, I would think that would rule out any
      restrictions.
      > 
      > I would appreciate any comments and/or suggestions.  I could raise the tank maybe
      another inch or two, but no more than that.  I suppose I could add a fuel
      pump but of course that adds complexity, weight, etc.
      > 
      > Thanks,
      > John Franklin
      > Prairie Aire 4TA0
      > Needville, TX
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jan 25, 2014
Subject: 
Re: Fuel flow question
From: 
Ken Bickers <bickers.ken(at)gmail.com>
      
      Reading through Firewall Forward by Tony Bingelis (pp. 171-172), Mikee's
      uncle Tony indicates that for a gravity system, the fuel system should
      provide 150% of the take-off fuel consumption. This, he says, should be
      verified at maximum climb out angle at the minimum fuel level.  On page
      176, he describes a procedure for conducting this test, which basically
      involves chocking the plane at max climb angle.  Starting with an empty
      tank, add fuel until it just begins to flow steadily from the disconnected
      fuel line (keeping the open end at the same height as the carb inlet). That
      establishes the unusable fuel amount. At that point, he recommends to start
      the stopwatch and add a gallon of fuel to the tank, measuring  how many
      minutes it takes to drain back out.
      
      Cheers, Ken
      
      
      On Sat, Jan 25, 2014 at 7:19 PM, taildrags  wrote:
      
      >
      > John; since you're building a GN-1, I can't offer direct advice or
      > assistance (my airplane is a Piet).  However, my experience with the 16
      > gallon tank up ahead of the passenger in my airplane is that with a gravi
      ty
      > feed system, the last couple of gallons in my tank are unusable except in
      > an emergency, and then only in level flight.  I can cruise on past the 12
      > gallon mark and dig into that last few gallons of reserve, but if I raise
      > the nose to full-stall the airplane or try to power out in a climbing
      > go-around with minimum fuel, I may not have sufficient fuel flow to susta
      in
      > engine operation.  It does sound like your test is pretty extreme though
      =85 I
      > think I've heard of 12 degrees as the nominal design three-point attitude
      ,
      > which would also be the climb out angle at just above minimum controllabl
      e
      > airspeed.
      >
      > Although it is certainly simpler and easier to keep your system as-is,
      > gravity feed only, if you run a Corvair you'll also run a battery and
      > electrical system, so you can include an electric fuel pump feeding fuel
      > from your main tank to a small header tank that gravity-feeds the carb.
      >  Alternatively, your fuel pump can continuously feed the carb and the
      > overflow can return to the tank.
      >
      > Just BS'ing here.
      >
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=417601#417601
      >
      >
      ===========
      ===========
      ===========
      ===========
      >
      >
      
________________________________________________________________________________
Date: 
Jan 26, 2014
From: 
John Franklin <jbfjr(at)peoplepc.com>
Subject: 
Re: Fuel flow question
      
      
      Thanks to all who replied; my thinking for placing the tank in the front passenger
      compartment was for weight and balance, therefore fuel consumption wouldn't
      affect the CG.  I guess I could re-run the test with a full tank and figure
      out how many "useful" gallons the tank holds.  Or, as Oscar suggests, perhaps
      install an electric fuel pump system.  I do have room behind the firewall for
      a header tank, but moving the entire tank there as Shad suggested would be a major
      operation since that's where I placed the battery and electrical system.
      I'm planning on taking the fuselage and engine to the Corvair College in San Marcos
      on March 1st, and there I can get some more opinions.
      
      I'm also planning on attending Brodhead this year and hope to meet a bunch of you
      guys there.
      
      Regards,
      John Franklin
      Prairie Aire 4TA0
      Needville, TX
      
      
      -----Original Message-----
      >
      >John; since you're building a GN-1, I can't offer direct advice or assistance
      (my airplane is a Piet).  However, my experience with the 16 gallon tank up ahead
      of the passenger in my airplane is that with a gravity feed system, the last
      couple of gallons in my tank are unusable except in an emergency, and then
      only in level flight.  I can cruise on past the 12 gallon mark and dig into that
      last few gallons of reserve, but if I raise the nose to full-stall the airplane
      or try to power out in a climbing go-around with minimum fuel, I may not
      have sufficient fuel flow to sustain engine operation.  It does sound like your
      test is pretty extreme though I think I've heard of 12 degrees as the nominal
      design three-point attitude, which would also be the climb out angle at just
      above minimum controllable airspeed.
      >
      >Although it is certainly simpler and easier to keep your system as-is, gravity
      feed only, if you run a Corvair you'll also run a battery and electrical system,
      so you can include an electric fuel pump feeding fuel from your main tank
      to a small header tank that gravity-feeds the carb.  Alternatively, your fuel
      pump can continuously feed the carb and the overflow can return to the tank.
      >
      >Just BS'ing here.
      >
      >--------
      >Oscar Zuniga
      >Medford, OR
      >Air Camper NX41CC "Scout"
      >A75 power
      
      
________________________________________________________________________________
Date: 
Jan 26, 2014
From: 
Hans van der Voort <nx15kv(at)yahoo.com>
Subject: 
Re: Fuel flow question
      
      John,=0A=0AI would raise the tank or/and move it forward if at all possible
      .=0AYou will see a good angle of climb during take off and you do not want 
      to starve the engine at that moment.=0A=0AAn non electric option is to add 
      a small 2-3 gallon tank right behind the firewall, fed from the main tank t
      hrough a check valve.=0A2 -3 gallons will get you about 1/2 hour to get to 
      altitude.=0A=0AFood for thought=0A=0AHans=0A=0ANX15KV=0AWaller, TX=0A=0A=0A
      =0A=0AOn Saturday, January 25, 2014 10:21 PM, Ken Bickers <bickers.ken@gmai
      l.com> wrote:=0A  =0AReading through Firewall Forward by Tony Bingelis (pp.
       171-172), Mikee's uncle Tony indicates that for a gravity system, the fuel
       system should provide 150% of the take-off fuel consumption. This, he says
      , should be verified at maximum climb out angle at the minimum fuel level. 
      =C2-On page 176, he describes a procedure for conducting this test, which
       basically involves chocking the plane at max climb angle. =C2-Starting w
      ith an empty tank, add fuel until it just begins to flow steadily from the 
      disconnected fuel line (keeping the open end at the same height as the carb
       inlet). That establishes the unusable fuel amount. At that point, he recom
      mends to start the stopwatch and add a gallon of fuel to the tank, measurin
      g =C2-how many minutes it takes to drain back out.=C2-=0A=0ACheers, Ken
      =0A=0A=0A=0AOn Sat, Jan 25, 2014 at 7:19 PM, taildrags =0A>=0A>John; since you're building a GN-1, I can't offer dir
      ect advice or assistance (my airplane is a Piet). =C2-However, my experie
      nce with the 16 gallon tank up ahead of the passenger in my airplane is tha
      t with a gravity feed system, the last couple of gallons in my tank are unu
      sable except in an emergency, and then only in level flight. =C2-I can cr
      uise on past the 12 gallon mark and dig into that last few gallons of reser
      ve, but if I raise the nose to full-stall the airplane or try to power out 
      in a climbing go-around with minimum fuel, I may not have sufficient fuel f
      low to sustain engine operation. =C2-It does sound like your test is pret
      ty extreme though I think I've heard of 12 degrees as the nominal 
      design three-point attitude, which would also be the climb out angle at jus
      t above minimum controllable airspeed.=0A>=0A>Although it is certainly simp
      ler and easier to keep your system as-is, gravity feed only, if you run a C
      orvair you'll also run a battery and electrical system, so you can include 
      an electric fuel pump feeding fuel from your main tank to a small header ta
      nk that gravity-feeds the carb. =C2-Alternatively, your fuel pump can con
      tinuously feed the carb and the overflow can return to the tank.=0A>=0A>Jus
      t BS'ing here.=0A>=0A>--------=0A>Oscar Zuniga=0A>Medford, OR=0A>Air Camper
       NX41CC "Scout"=0A>A75 power=0A>=0A>=0A>=0A>=0A>Read this topic online here
      :=0A>=0A>http://forums.matronics.com/viewtopic.php?p=417601#417601=0A>=0A
      >=0A>=0A>=0A>=0A>=0A>=0A>============0A>st" target=
      "_blank">http://www.matronics.com/Navigator?Pietenpol-List=0A>====
      ========0A>http://forums.matronics.com=0A>======
      ======0A>le, List Admin.=0A>="_blank">http://www.matronics.com/
      ============= 
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 26, 2014
      
      
      John; if you're taking your airplane to the upcoming Corvair College, you will
      get excellent advice on how to tackle your fuel flow concerns.  Great thinking!
      
      As a passing comment, and others have mentioned the same thing about their experiences,
      I have had my airplane in power-on stall configuration till it would
      mush indefinitely.  In that configuration, it will hold altitude and hang on the
      prop, but the point is that the nose is at a ridiculously high attitude.  It's
      too bad that I didn't have an angle finder on the top longeron so I could
      get a reading... it feels like it's 45 degrees nose-high but I'm sure it's not.
      This is not a very normal flight configuration, but it's certainly a place
      where the only way the airplane is still flying is because power is available.
      You want reliable fuel flow with the nose high.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417614#417614
      
      
________________________________________________________________________________
Date: 
Jan 26, 2014
From: 
John Franklin <jbfjr(at)peoplepc.com>
Subject: 
Re: Fuel flow question
      
      
      Hans, Oscar, et al:
      
      It appears I can raise the tank as much as 3", but won't know if that's enough
      until I run another flow test.  Would it be possible to add an electric pump without
      a header tank?  Aircraft Spruce sells one rated from 2-3.5psi, which I
      wouldn't think would be too much for the Zenith carb I have (Hans has the same
      carb).  While on the subject, does anyone know how an "interrupter" pump is different
      from a regular pump?
      
      -----Original Message-----
      
      From: Hans van der Voort 
      John,
      I would raise the tank or/and move it forward if at all possible.You will see a
      good angle of climb during take off and you do not want to starve the engine
      at that moment.
      An non electric option is to add a small 2-3 gallon tank right behind the firewall,
      fed from the main tank through a check valve.2 -3 gallons will get you about
      1/2 hour to get to altitude.
      Food for thought
      Hans
      NX15KVWaller, TX
      
      
            
      
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jan 26, 2014
      
      
      What is preventing you from using a center section wing tank like most others.
      It is a proven design, keeps the fuel over the CG and will allow for the front
      cockpit to be used as a baggage area when flying to Brodhead. Then you would
      also eliminate another failure point, the fuel pump.
      Fuel for thought.
      
      --------
      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=417622#417622
      
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 26, 2014
      
      
      I'm not versed enough on Facet pumps to know the difference between "interrupter"
      and regular ones, but I know someone who does.  I'll ask.
      
      I also don't know how much fuel pressure the Zenith carb likes or can tolerate,
      so I can't say whether your system might operate with a fuel pump but no header
      tank.  The point of the header tank is to always have a quantity of fuel "up
      high" so that the carb always sees reliable gravity head, but then you can use
      a fuel pump to lift fuel from the main tank to the header tank and let the
      excess return to the main tank... no need for a fuel pressure regulator at the
      carb and no fear of overpressuring at the carb.  You can almost always make about
      99% of the fuel usable with a fuel pump, too.
      
      Scott raises a good point about just using the wing centersection for fuel, but
      it's a personal preference thing.  Some folks will not tolerate having fuel or
      fuel lines anywhere in the cockpit, so they want the tank(s) in the outer wings.
      Some folks don't want fuel overhead, so they put it in the nose.  It does
      simplify matters to have the fuel up in the wing centersection since there is
      always plenty of gravity fuel pressure available and the CG doesn't shift with
      fuel burn.  Getting up there to refuel is a little more work, but not much.
      Each approach has its pros and cons, but the plane won't fly without fuel so
      it's got to go somewhere.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417624#417624
      
      
________________________________________________________________________________
Date: 
Jan 26, 2014
From: 
John Franklin <jbfjr(at)peoplepc.com>
Subject: 
Re: Fuel flow question
      
      
      Scott,
      
      It would actually be easier for me to put a tank in the center section than it
      would be to move the existing tank behind the firewall.  The reasons I didn't
      put it in the center section are that 1)  I would have had to fabricate the tank.
      2) It would be a lot harder to access, and 3) I wanted to avoid gas lines
      in the cockpit, although having the tank right in front of the cockpit isn't really
      much different.  I agree with you about the fuel pump being another failure
      point, plus the fact it is a unit that contains both fuel and electricity...which
      worries me!  I wonder if a fuel pump lets fuel pass if it has failed?
      
      Regards,
      John F.
      
      
      -----Original Message-----
      >From: AircamperN11MS <Scott.liefeld(at)lacity.org>
      >Sent: Jan 26, 2014 4:05 PM
      >To: pietenpol-list(at)matronics.com
      >Subject: Pietenpol-List: Re: Fuel flow question
      >
      >
      >What is preventing you from using a center section wing tank like most others.
      It is a proven design, keeps the fuel over the CG and will allow for the front
      cockpit to be used as a baggage area when flying to Brodhead. Then you would
      also eliminate another failure point, the fuel pump.
      >Fuel for thought.
      >
      >--------
      >Scott Liefeld
      
      
________________________________________________________________________________
From: 
glenschweizer(at)yahoo.com
Subject: 
Re: Fuel flow question
Date: 
Jan 26, 2014
      
      
      Hey John
      All of your questions and concerns show a lot of intelligence.  Most,if not all,
      are addressed in Uncle Tony's (Tony Bingelis) books .  These are all available
      through the EAA store for less than the 100 bucks worth of aggravation you
      have experienced. 
      Fly safe.                  Glen
      Sent from my iPhone
      
      > On Jan 26, 2014, at 5:48 PM, John Franklin  wrote:
      > 
      > 
      > Scott,
      > 
      > It would actually be easier for me to put a tank in the center section than it
      would be to move the existing tank behind the firewall.  The reasons I didn't
      put it in the center section are that 1)  I would have had to fabricate the
      tank. 2) It would be a lot harder to access, and 3) I wanted to avoid gas lines
      in the cockpit, although having the tank right in front of the cockpit isn't
      really much different.  I agree with you about the fuel pump being another failure
      point, plus the fact it is a unit that contains both fuel and electricity...which
      worries me!  I wonder if a fuel pump lets fuel pass if it has failed?
      > 
      > Regards,
      > John F.
      > 
      > 
      > -----Original Message-----
      >> From: AircamperN11MS <Scott.liefeld(at)lacity.org>
      >> Sent: Jan 26, 2014 4:05 PM
      >> To: pietenpol-list(at)matronics.com
      >> Subject: Pietenpol-List: Re: Fuel flow question
      >> 
      >> 
      >> What is preventing you from using a center section wing tank like most others.
      It is a proven design, keeps the fuel over the CG and will allow for the front
      cockpit to be used as a baggage area when flying to Brodhead. Then you would
      also eliminate another failure point, the fuel pump.
      >> Fuel for thought.
      >> 
      >> --------
      >> Scott Liefeld
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"GNflyer" <rayeh48(at)yahoo.com>
Date: 
Jan 26, 2014
      
      
      one thing I might suggest if you are still in the wing/center section build stage
      might be give some thought to a small tank I the center section. it does complicate
      the idea of having a usable fuel gage, but there is no doubt that you
      get the most head pressure from it. and it would not have to be real big to give
      backup fuel feed if your fuse tank doesn't cut it.I am just not real comfortable
      with any combination of electric pumps,check valves-etc. still it would
      require a second fuel cut-off valve and the potential to be left on and drain
      down possibly flooding the bottom tank over if it was filled. pretty easy to
      think of what if's for about any situation. as far as high deck angle once in-flight
      I don't think you would ever approach anything like 16 degrees. maybe sitting
      on the ground or taking off till you bring the tail up, but after that
      even on a go-around I don't think so.- if I truly wanted to limit it to a single
      place and keep the tank in the front seat area I'd probably go for doing a
      fairly deep forward sloping sump to get  the few gallongs forward. and stay as
      simple as possible. anyway you got lots of feedback and maybe some of it will
      help someone. Raymond
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417652#417652
      
      
________________________________________________________________________________
Subject: 
Re: Spitfire XV
From: 
"GNflyer" <rayeh48(at)yahoo.com>
Date: 
Jan 26, 2014
      
      
      an incredible amount of dedication. about 20-25 years ago I was able to make a
      trip to the northwest regional in Washington state and drove a rental car on up
      into Canada a short ways. we took a ferry out onto Vancouver island and I was
      always asking about airports and projects. I ran across a fellow who was best
      I remember building a Spitfire from scratch. I have not been able to find out
      if he ever got it done or what happened to it. but I'd sure like to know. Raymond
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417654#417654
      
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jan 26, 2014
      
      
      John,
      Since you have asked I will tell you a very true short story.
      Here I go. I was asked to do a first flight on a Pietenpol with a Corvair engine.
      I agreed to do it. I arrived at the airport with the understanding that everything
      I find during a complete inspection will be corrected before I fly it.please
      keep in mind that I am an EAA Tech Counsoler for the past 18 years or so.
      After six hours of work on the plane it was time to fly it. The plane was built
      very well but just needed some fine tuning. It has a center section tank
      and a nose tank. The intent of the owner is to use the center section tank as
      the primary and the nose as reserve, about 10 gal in the nose. An electric fuel
      pump is also on this plane without a bypass and Check valve. Yes electric aircraft
      fuel pumps can flow fuel if not turned on. Get the proper one. But the
      engine will also have a mechanical pump installed. Back to the flight. I elected
      to fly the plane off the nose tank only for CG reasons. I am heavier than the
      owner. We tied the plane down and did two or three full power runs for two
      minutes at a time with the fuel pump off. It all checked good and this was at
      a climb angle. On the runway now, full throttle and ready to rotate when the engine
      quit without warming. Now it won't run unless the fuel pump is on. I decided
      to fly it with the pump on and all went well. While at pattern alt. I shut
      the pump off to see if it would run. I quit again. When the nose tank was full
      the engine would run without a pump. After only two gallons were used there
      wasn't enough head pressure to push it through the pump and it would quit. It
      does however run OK when burning from the center section tank. The owners always
      fly it with the pump on. It is a big failure point with no success of any
      restart attempt if you run a little low on fuel. I would hate to run out of gas
      with 8 gallons on board. So.please put the tank in the proper location so you
      don't need to rely on an electric fuel pump. I mean this with all respect to
      you and want you to have a very safe and enjoyable airplane.
      Respectfully,
      
      --------
      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=417657#417657
      
      
________________________________________________________________________________
Date: 
Jan 27, 2014
From: 
John Franklin <jbfjr(at)peoplepc.com>
Subject: 
Re: Fuel flow question
      
      
      Scott,
      
      I never dreamed a fuel system could be so complicated, I mean after all, it's basically
      goes into the end of one tube and comes out the other, right? :-)  
      
      I appreciate you taking the time to comment.  Regarding my Corvair, the original
      fuel pump has been removed as William Wynne recommends.  I really don't want
      to put a header tank behind the engine because there are many electrical components
      such as the battery, master solenoid, and the ignition coils and coil switch.
      These components have to be right behind the firewall (except maybe the
      battery), and any arcing of these components combined with a fuel leak in the
      header tank would obviously be catastrophic.  
      
      It appears to me that my only options are to move the tank to the wing center section
      (to answer another forum member, yes, mine is built, covered, and primed),
      or install a fuel pump.  I understand the drawbacks to having a fuel pump
      but don't most low wing airplanes have to use them?  Could you put in a second
      pump for redundancy?  
      
      Regarding the Aircamper you test flew, the 10-gallon header tank must have been
      mounted rather low for the engine to lose fuel pressure after only two gallons.
      Also, was the electric fuel pump mounted close to the center section tank or
      closer to the feeder tank?
      
      Thanks again,
      John F.
      
      
      -----Original Message-----
      >From: AircamperN11MS 
      
      >John,
      >Since you have asked I will tell you a very true short story.
      >Here I go. I was asked to do a first flight on a Pietenpol with a Corvair engine.
      I agreed to do it. I arrived at the airport with the understanding that everything
      I find during a complete inspection will be corrected before I fly it.please
      keep in mind that I am an EAA Tech Counsoler for the past 18 years or
      so. After six hours of work on the plane it was time to fly it. The plane was
      built very well but just needed some fine tuning. It has a center section tank
      and a nose tank. The intent of the owner is to use the center section tank as
      the primary and the nose as reserve, about 10 gal in the nose. An electric fuel
      pump is also on this plane without a bypass and Check valve. Yes electric aircraft
      fuel pumps can flow fuel if not turned on. Get the proper one. But the
      engine will also have a mechanical pump installed. Back to the flight. I elected
      to fly the plane off the nose tank only for CG reasons. I am heavier than
      the owner. We tied the plane down and did two or thre
       !
      > e full power runs for two minutes at a time with the fuel pump off. It all checked
      good and this was at a climb angle. On the runway now, full throttle and
      ready to rotate when the engine quit without warming. Now it won't run unless
      the fuel pump is on. I decided to fly it with the pump on and all went well.
      While at pattern alt. I shut the pump off to see if it would run. I quit again.
      When the nose tank was full the engine would run without a pump. After only
      two gallons were used there wasn't enough head pressure to push it through the
      pump and it would quit. It does however run OK when burning from the center section
      tank. The owners always fly it with the pump on. It is a big failure point
      with no success of any restart attempt if you run a little low on fuel. I
      would hate to run out of gas with 8 gallons on board. So.please put the tank in
      the proper location so you don't need to rely on an electric fuel pump. I mean
      this with all respect to you and want you to have 
       !
      > a very safe and enjoyable airplane.
      >Respectfully,
      >
      >--------
      >Scott Liefeld
      >Flying N11MS since March 1972
      >Steel Tube
      >C-85-12
      >Wire Wheels
      >Brodhead in 1996
      
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"GNflyer" <rayeh48(at)yahoo.com>
Date: 
Jan 27, 2014
      
      
      You are right-many low wing types have fuel pumps- and we are building experimental
      class and have the discretion to change and try designs- if you  choose the
      pump methods I know WW says to have nothing else on the circuit to cause a
      problem with shorting it out. however I can see no reason there could not be two
      fuel pumps parallel -they usualy have internal checks anyway on the electrics.
      with an individual switch for each beside the ignition switch so if you wanted
      to change either ignition sides if you have dual coils like mine you could
      also switch pumps in case of failure. as long as all are clearly marked. just
      my worthless opinion. Raymond
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417681#417681
      
      
________________________________________________________________________________
Date: 
Jan 27, 2014
Subject: 
Re: Fuel flow question
From: 
Ken Bickers <bickers.ken(at)gmail.com>
      
      John, another alternative you might throw into the mix is moving your
      electrical components to the forward side of the firewall.  That would free
      the space aft of the firewall for a header tank, without raising the
      concern about arcing. If you are worrying about excessive heat on
      electrical components when located near the motor, it is straightforward to
      direct some cooling air onto them. Cheers, Ken
      
      
      On Mon, Jan 27, 2014 at 8:54 AM, John Franklin  wrote:
      
      >
      > Scott,
      >
      > I never dreamed a fuel system could be so complicated, I mean after all,
      > it's basically goes into the end of one tube and comes out the other,
      > right? :-)
      >
      > I appreciate you taking the time to comment.  Regarding my Corvair, the
      > original fuel pump has been removed as William Wynne recommends.  I really
      > don't want to put a header tank behind the engine because there are many
      > electrical components such as the battery, master solenoid, and the
      > ignition coils and coil switch.  These components have to be right behind
      > the firewall (except maybe the battery), and any arcing of these components
      > combined with a fuel leak in the header tank would obviously be
      > catastrophic.
      >
      > It appears to me that my only options are to move the tank to the wing
      > center section (to answer another forum member, yes, mine is built,
      > covered, and primed), or install a fuel pump.  I understand the drawbacks
      > to having a fuel pump but don't most low wing airplanes have to use them?
      >  Could you put in a second pump for redundancy?
      >
      > Regarding the Aircamper you test flew, the 10-gallon header tank must have
      > been mounted rather low for the engine to lose fuel pressure after only two
      > gallons. Also, was the electric fuel pump mounted close to the center
      > section tank or closer to the feeder tank?
      >
      > Thanks again,
      > John F.
      >
      >
      > -----Original Message-----
      > >From: AircamperN11MS
      >
      > >John,
      > >Since you have asked I will tell you a very true short story.
      > >Here I go. I was asked to do a first flight on a Pietenpol with a Corvair
      > engine. I agreed to do it. I arrived at the airport with the understanding
      > that everything I find during a complete inspection will be corrected
      > before I fly it.please keep in mind that I am an EAA Tech Counsoler for the
      > past 18 years or so. After six hours of work on the plane it was time to
      > fly it. The plane was built very well but just needed some fine tuning. It
      > has a center section tank and a nose tank. The intent of the owner is to
      > use the center section tank as the primary and the nose as reserve, about
      > 10 gal in the nose. An electric fuel pump is also on this plane without a
      > bypass and Check valve. Yes electric aircraft fuel pumps can flow fuel if
      > not turned on. Get the proper one. But the engine will also have a
      > mechanical pump installed. Back to the flight. I elected to fly the plane
      > off the nose tank only for CG reasons. I am heavier than the owner. We tied
      > the plane down and did two or thre
      >  !
      > > e full power runs for two minutes at a time with the fuel pump off. It
      > all checked good and this was at a climb angle. On the runway now, full
      > throttle and ready to rotate when the engine quit without warming. Now it
      > won't run unless the fuel pump is on. I decided to fly it with the pump on
      > and all went well. While at pattern alt. I shut the pump off to see if it
      > would run. I quit again. When the nose tank was full the engine would run
      > without a pump. After only two gallons were used there wasn't enough head
      > pressure to push it through the pump and it would quit. It does however run
      > OK when burning from the center section tank. The owners always fly it with
      > the pump on. It is a big failure point with no success of any restart
      > attempt if you run a little low on fuel. I would hate to run out of gas
      > with 8 gallons on board. So.please put the tank in the proper location so
      > you don't need to rely on an electric fuel pump. I mean this with all
      > respect to you and want you to have
      >  !
      > > a very safe and enjoyable airplane.
      > >Respectfully,
      > >
      > >--------
      > >Scott Liefeld
      > >Flying N11MS since March 1972
      > >Steel Tube
      > >C-85-12
      > >Wire Wheels
      > >Brodhead in 1996
      >
      >
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Re: Fuel flow question
Date: 
Jan 27, 2014
      
      John,
      
      Fuel pumps are attached directly to the tank they are drawing from. 
      
      For reasons of simplicity, I too vote for the wing tank, if you can't do 
      a nose tank. It is understandable that you may be intimidated by 
      building your own tank, but it really isn=99t very hard...just a 
      bit messy, if you go the Pro-seal method. Now's the time, before you do 
      finish paint. Just cut the fabric leaving enough to fold and fasten into 
      the opening...maybe install some reinforcing tapes at the edges; design 
      and build your tank; cut the holes in the floor of the center section 
      for the fuel lines...and drop her in! Working part time on it, you 
      should be done in less than a week.
      
      There are many builders on this list who made their own tanks, so you 
      should be able to gather all the help and support you want...including 
      from me.
      
      Then you have all that front area for camping equipment!
      
      Gary Boothe
      NX308MB
      
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com 
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of John 
      Franklin
      Sent: Monday, January 27, 2014 7:55 AM
      Subject: Pietenpol-List: Re: Fuel flow question
      
      
      Scott,
      
      I never dreamed a fuel system could be so complicated, I mean after all, 
      it's basically goes into the end of one tube and comes out the other, 
      right? :-)  
      
      I appreciate you taking the time to comment.  Regarding my Corvair, the 
      original fuel pump has been removed as William Wynne recommends.  I 
      really don't want to put a header tank behind the engine because there 
      are many electrical components such as the battery, master solenoid, and 
      the ignition coils and coil switch.  These components have to be right 
      behind the firewall (except maybe the battery), and any arcing of these 
      components combined with a fuel leak in the header tank would obviously 
      be catastrophic.  
      
      It appears to me that my only options are to move the tank to the wing 
      center section (to answer another forum member, yes, mine is built, 
      covered, and primed), or install a fuel pump.  I understand the 
      drawbacks to having a fuel pump but don't most low wing airplanes have 
      to use them?  Could you put in a second pump for redundancy?  
      
      Regarding the Aircamper you test flew, the 10-gallon header tank must 
      have been mounted rather low for the engine to lose fuel pressure after 
      only two gallons. Also, was the electric fuel pump mounted close to the 
      center section tank or closer to the feeder tank?
      
      Thanks again,
      John F.
      
      
      -----Original Message-----
      >From: AircamperN11MS
      
      >John,
      >Since you have asked I will tell you a very true short story.
      >Here I go. I was asked to do a first flight on a Pietenpol with a 
      >Corvair engine. I agreed to do it. I arrived at the airport with the 
      >understanding that everything I find during a complete inspection will 
      >be corrected before I fly it.please keep in mind that I am an EAA Tech 
      >Counsoler for the past 18 years or so. After six hours of work on the 
      >plane it was time to fly it. The plane was built very well but just 
      >needed some fine tuning. It has a center section tank and a nose tank. 
      >The intent of the owner is to use the center section tank as the 
      >primary and the nose as reserve, about 10 gal in the nose. An electric 
      >fuel pump is also on this plane without a bypass and Check valve. Yes 
      >electric aircraft fuel pumps can flow fuel if not turned on. Get the 
      >proper one. But the engine will also have a mechanical pump installed. 
      >Back to the flight. I elected to fly the plane off the nose tank only 
      >for CG reasons. I am heavier than the owner. We tied the plane down and 
      
      >did two or thre
       !
      > e full power runs for two minutes at a time with the fuel pump off. It 
      
      > all checked good and this was at a climb angle. On the runway now, 
      > full throttle and ready to rotate when the engine quit without 
      > warming. Now it won't run unless the fuel pump is on. I decided to fly 
      
      > it with the pump on and all went well. While at pattern alt. I shut 
      > the pump off to see if it would run. I quit again. When the nose tank 
      > was full the engine would run without a pump. After only two gallons 
      > were used there wasn't enough head pressure to push it through the 
      > pump and it would quit. It does however run OK when burning from the 
      > center section tank. The owners always fly it with the pump on. It is 
      > a big failure point with no success of any restart attempt if you run 
      > a little low on fuel. I would hate to run out of gas with 8 gallons on 
      
      > board. So.please put the tank in the proper location so you don't need 
      
      > to rely on an electric fuel pump. I mean this with all respect to you 
      > and want you to have
       !
      > a very safe and enjoyable airplane.
      >Respectfully,
      >
      >--------
      >Scott Liefeld
      >Flying N11MS since March 1972
      >Steel Tube
      >C-85-12
      >Wire Wheels
      >Brodhead in 1996
      
      
________________________________________________________________________________
Date: 
Jan 27, 2014
From: 
Hans van der Voort <nx15kv(at)yahoo.com>
Subject: 
Re: Fuel flow question
      
      John,=0A=0AIf you can raise it easily 3", I would try that first.=0A=0AThe 
      Fuel pump is good alternative and you most likely only need it during take 
      off.=0AAnd mild aerobatics (Stalls)=0A=0AHans.=0A=0A=0A=0AOn Sunday, Januar
      y 26, 2014 10:20 PM, AircamperN11MS  wrote:=0A  
      city.org>=0A=0AJohn,=0ASince you have asked I will tell you a very true sho
      rt story.=0AHere I go. I was asked to do a first flight on a Pietenpol with
       a Corvair engine. I agreed to do it. I arrived at the airport with the und
      erstanding that everything I find during a complete inspection will be corr
      ected before I fly it.please keep in mind that I am an EAA Tech Counsoler f
      or the past 18 years or so. After six hours of work on the plane it was tim
      e to fly it. The plane was built very well but just needed some fine tuning
      . It has a center section tank and a nose tank. The intent of the owner is 
      to use the center section tank as the primary and the nose as reserve, abou
      t 10 gal in the nose. An electric fuel pump is also on this plane without a
       bypass and Check valve. Yes electric aircraft fuel pumps can flow fuel if 
      not turned on. Get the proper one. But the engine will also have a mechanic
      al pump installed. Back to the flight. I elected to fly the plane off the n
      ose tank only for CG reasons. I am heavier than the owner. We tied the plan
      e
       down and did two or thre!=0Ae full power runs for two minutes at a time wi
      th the fuel pump off. It all checked good and this was at a climb angle. On
       the runway now, full throttle and ready to rotate when the engine quit wit
      hout warming. Now it won't run unless the fuel pump is on. I decided to fly
       it with the pump on and all went well. While at pattern alt. I shut the pu
      mp off to see if it would run. I quit again. When the nose tank was full th
      e engine would run without a pump. After only two gallons were used there w
      asn't enough head pressure to push it through the pump and it would quit. I
      t does however run OK when burning from the center section tank. The owners
       always fly it with the pump on. It is a big failure point with no success 
      of any restart attempt if you run a little low on fuel. I would hate to run
       out of gas with 8 gallons on board. So.please put the tank in the proper l
      ocation so you don't need to rely on an electric fuel pump. I mean this wit
      h all respect to you
       and want you to have !=0Aa very safe and enjoyable airplane.=0ARespectfull
      y,=0A=0A--------=0AScott Liefeld=0AFlying N11MS since March 1972=0ASteel Tu
      be=0AC-85-12=0AWire Wheels=0ABrodhead in 1996=0A=0A=0A=0A=0ARead this topic
       online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=417657#417
      =
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 27, 2014
      
      
      Gary: that's a nice fuel tank, and sturdy looking.  How much fuel does it hold?
      The riveted flange construction looks to be about as easy as it can be.  We
      won't deduct points for the one or two rivets that are a teeny bit off the straight
      lines ;o)
      
      Also, back to Scott's comment about having a mechanical fuel pump on the Corvair
      (and John's reply), the reason why William advises against the use of the Corvair
      mechanical fuel pump is that it is a diaphragm pumper type of operation
      and the diaphragm can rupture.  When it does, fuel then has a straight shot right
      down into the guts of the engine, and the engine will probably not run very
      long before the oil is diluted and metal starts meeting metal in a catastrophic
      way.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417690#417690
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Re: Fuel flow question
Date: 
Jan 27, 2014
      
      
      Thanks, Oscar...I think...
      
      You have a keen eye. You will also note that, where those rivets are
      off-set, they occur at a dimple or crimp. I had to off-set them so that they
      grabbed the flange where the crimp ended. This tank holds 16 gallons.
      Smartest thing I did was incorporate the access panels on the top. They can
      be easily removed and reinstalled with new sealer.
      
      Gary Boothe
      NX308MB
      
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of taildrags
      Sent: Monday, January 27, 2014 10:55 AM
      Subject: Pietenpol-List: Re: Fuel flow question
      
      --> 
      
      Gary: that's a nice fuel tank, and sturdy looking.  How much fuel does it
      hold?  The riveted flange construction looks to be about as easy as it can
      be.  We won't deduct points for the one or two rivets that are a teeny bit
      off the straight lines ;o)
      
      Also, back to Scott's comment about having a mechanical fuel pump on the
      Corvair (and John's reply), the reason why William advises against the use
      of the Corvair mechanical fuel pump is that it is a diaphragm pumper type of
      operation and the diaphragm can rupture.  When it does, fuel then has a
      straight shot right down into the guts of the engine, and the engine will
      probably not run very long before the oil is diluted and metal starts
      meeting metal in a catastrophic way.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417690#417690
      
      
________________________________________________________________________________
Date: 
Jan 27, 2014
From: 
Hans van der Voort <nx15kv(at)yahoo.com>
Subject: 
Re: Fuel flow question
      
      The orginal Corvair Fuel pump was not a great pump to begin with, it was fo
      r a short while certified on Franklin engines. Until a fatal failure:=0A=0A
      =0A=0A=0A=0ANTSB Identification: FTW00FA046. =0AThe docket is stored in the
       =0ADocket Management System (DMS). Please contact Records Management Divis
      ion =0AAccident occurred Saturday, December 18, 1999 in EDGEWOOD, =0ATX=0AP
      robable Cause Approval Date: 07/02/2001=0AAircraft: Globe GC-1B, =0Aregistr
      ation: N80951=0AInjuries: 1 Fatal.=0A=0ANTSB investigators either traveled 
      in support of this investigation or =0Aconducted a significant amount of in
      vestigative work without any travel, and =0Aused data obtained from various
       sources to prepare this aircraft accident =0Areport.=0A=0AThe pilot made a
       radio call indicating that he had an engine problem or =0Afailure and was 
      going down. Witnesses observed the airplane maneuvering at a low =0Aaltitud
      e with the propeller not turning. As the airplane made a turn, its nose =0A
      dropped, and the airplane descended and impacted the ground. Examination of
       the =0Aaccident site revealed that the airplane impacted the ground in a n
      ose down =0Aattitude. An examination of the WSK 'PZL-Rzeszow' (PZL) Frankli
      n 6A-350-C1R =0Aengine revealed that the engine driven fuel pump had failed
      . It was determined =0Athat the inlet and outlet valve stems fractured due 
      to fatigue. According to a =0APZL representative, PZL did not know who manu
      factured the pump and did 'not know =0Acharacteristics' of the pump. Resear
      ch revealed that this fuel pump was designed =0Afor use in the Chevrolet Co
      rvair automobile. According to the pump manufacturer, =0Athe pump was inten
      ded strictly for automotive applications, and not intended for =0Aaviation 
      use. The pump was designed to operate at 5.4 pounds per square inch =0Amini
      mum and 6.9 pounds per square inch maximum static pressure at the pump =0Ao
      utlet when the pump is operated at 1,800 revolutions per minute. According 
      to =0Athe PZL representative, the operating limits for fuel pressure in mod
      el =0A6A-350-C1R engines are 0.5 pounds per square inch minimum to 8.5 poun
      ds per =0Asquare inch maximum. The FAA issued 'Type Certification Data Shee
      t No. E9EA' for =0Athe PZL Franklin 6A-350-C1R engine on December 8, 1994. 
      =0A=0A=0A=0A=0A=0A=0AOn Monday, January 27, 2014 1:21 PM, Gary Boothe =0A=0AThanks, Oscar...I think...=0A=0AYou ha
      ve a keen eye. You will also note that, where those rivets are=0Aoff-set, t
      hey occur at a dimple or crimp. I had to off-set them so that they=0Agrabbe
      d the flange where the crimp ended. This tank holds 16 gallons.=0ASmartest 
      thing I did was incorporate the access panels on the top. They can=0Abe eas
      ily removed and reinstalled with new sealer.=0A=0AGary Boothe=0ANX308MB=0A
      =0A=0A-----Original Message-----=0AFrom: owner-pietenpol-list-server@matron
      ics.com=0A[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of t
      aildrags=0ASent: Monday, January 27, 2014 10:55 AM=0ATo: pietenpol-list@mat
      ronics.com=0ASubject: Pietenpol-List: Re: Fuel flow question=0A=0A--> Piete
      npol-List message posted by: "taildrags" =0A--> =0A
      =0AGary: that's a nice fuel tank, and sturdy looking.- How much fuel does
       it=0Ahold?- The riveted flange construction looks to be about as easy as
       it can=0Abe.- We won't deduct points for the one or two rivets that are 
      a teeny bit=0Aoff the straight lines ;o)=0A=0AAlso, back to Scott's comment
       about having a mechanical fuel pump on the=0ACorvair (and John's reply), t
      he reason why William advises against the use=0Aof the Corvair mechanical f
      uel pump is that it is a diaphragm pumper type of=0Aoperation and the diaph
      ragm can rupture.- When it does, fuel then has a=0Astraight shot right do
      wn into the guts of the engine, and the engine will=0Aprobably not run very
       long before the oil is diluted and metal starts=0Ameeting metal in a catas
      trophic way.=0A=0A--------=0AOscar Zuniga=0AMedford, OR=0AAir Camper NX41CC
       "Scout"=0AA75 power=0A=0A=0A=0A=0ARead this topic online here:
      =0A=0Ahttp://forums.matronics.com/viewtopic.php?p=417690#417690=0A=0A=0A
      =
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 27, 2014
      
      
      Gary; the fuel tank really is a nice piece of work.  I was just funnin' ya about
      the rivets, but now't you mention it, I see the dimples and why you had to offset
      the rivets in those spots.
      
      By any chance are you using a Larry Williams-style fuel sight gauge on the bottom
      of the tank, or a dial-type, or electric capacitance, or -?  I think I've also
      seen someone's  centersection tank that used one of the old outboard motor
      fuel tank gauges that feature a cork float that turns a flat helical piece of
      metal as the float rises or falls.  The twisting of the flat rod turns the fuel
      indicator needle.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417708#417708
      
      
________________________________________________________________________________
Subject: 
Piet newsletter
From: 
"Pietflyer1977" <rob(at)stoinoff.com>
Date: 
Jan 27, 2014
      
      
      Was just wondering if anyone has got there Piet club newsletter?  Have been looking
      for it everyday for a month. Don't we usually get them the end of December
      / first of January? Thanks
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417709#417709
      
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 27, 2014
      
      
      A picture of the typical float-type indicator is attached.  However, I think these
      are mostly made for viewing from above, which means that they would read exactly
      the opposite if installed in the bottom of a fuel tank for viewing from
      below.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417710#417710
      
      
      Attachments: 
      
      http://forums.matronics.com//files/fuel_level_137.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Piet newsletter
From: 
John Hofmann <jhofmann(at)reesgroupinc.com>
Date: 
Jan 27, 2014
      
      
      Newsletter is to the printers. I had an an article from Dom Emch on ski flying
      I needed to get in. Patience is asked for while I learn this system.
      
      Best,
      -john-
      
      John Hofmann
      Vice-President, IT and Production
      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 27, 2014, at 4:41 PM, Pietflyer1977  wrote:
      
      > 
      > Was just wondering if anyone has got there Piet club newsletter?  Have been looking
      for it everyday for a month. Don't we usually get them the end of December
      / first of January? Thanks
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=417709#417709
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jan 27, 2014
From: 
shad bell <aviatorbell(at)yahoo.com>
Subject: 
Re: Fuel flow question
      
      John, No Disrespect, But I would definitely recommend keeping the fuel syst
      em as simple as possible.- It will be extra work to build a new tank-be
       it-a center section tank or a fuselage tank right behind the firewall.
      - I have been where you are, almost ready to fly and something does not w
      ork out like you planned. I just found out a couple weeks ago that I need t
      o build a new landing gear for the airplane I am building (too short, airpl
      ane is ready for final assembly and rigging).- I had the brake lines inst
      alled and bleed, and thought I was ready to go.- I have found out on seve
      ral occasions the right answer is usually the one you don't want to hear in
       these situations, usually because it is more work, or more money, or both.
      - I think a little more work now will save you a lot of heartache later.
      - I am not saying that an electric-fuel pump won't work, but-all low 
      wing pipers I have flown have an electric boost pump that is only on for ta
      ke-off
       and landing, the rest of the time the engine fuel pump is pumping the fuel
      .- Gravity on the other hand always works.- Keep us up to date on your 
      progress, and if you need any info on the center section tank let me know, 
      I am glad to help if I can.=0A=0AShad=0A=0A=0A=0AOn Monday, January 27, 201
      4 5:53 PM, taildrags  wrote:=0A  =0A--> Pietenpol-Li
      st message posted by: "taildrags" =0A=0AA picture of
       the typical float-type indicator is attached.- However, I think these ar
      e mostly made for viewing from above, which means that they would read exac
      tly the opposite if installed in the bottom of a fuel tank for viewing from
       below.=0A=0A--------=0AOscar Zuniga=0AMedford, OR=0AAir Camper NX41CC &quo
      t;Scout"=0AA75 power=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ah
      ttp://forums.matronics.com/viewtopic.php?p=417710#417710=0A=0A=0A=0A=0AAt
      tachments: =0A=0Ahttp://forums.matronics.com//files/fuel_level_137.jpg=0A
      =========================0A
      ===================
      
________________________________________________________________________________
Date: 
Jan 27, 2014
From: 
shad bell <aviatorbell(at)yahoo.com>
Subject: 
Re: Piet newsletter
      
      I am glad I am not the only one, I was wondering if they forgot to-renew 
      my subscription.=0A=0AShad=0A=0A=0A=0AOn Monday, January 27, 2014 5:48 PM, 
      Pietflyer1977  wrote:=0A  =0A--> Pietenpol-List message p
      osted by: "Pietflyer1977" =0A=0AWas just wondering if any
      one has got there Piet club newsletter?- Have been looking for it everyda
      y for a month. Don't we usually get them the end of December / first of Jan
      uary? Thanks=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.
      ==============
      
________________________________________________________________________________
Subject: 
Re: Piet newsletter
From: 
"Pietflyer1977" <rob(at)stoinoff.com>
Date: 
Jan 27, 2014
      
      
      Ok thanks for the update. I take it that you are the one in charge of the newsletter
      now. Actually slipped my mind that it has changed hands. Understand getting
      things figured out at first, no problem, I was just curious. Looking forward
      to getting it! Thanks
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417715#417715
      
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jan 27, 2014
      
      
      Hi john,
      
      I think your questions have been answered in some form here.  I am a guy who likes
      magnetos and steam gauges.  Electrical powered stuff has its place and it
      is a lot more reliable than in the past.  Lets look at one of the suggestions.
      Keep in mind they are all good ones. you just need to figure out what you want.
      One of the ideas was to install a second fuel pump.  It is a great idea for
      redundancy but if your battery is dead, you have no fuel.  My personal choice
      is still gravity fed system.  This is why.  We know that you need 12 volts
      for your engine to run.  It is a distributor and coil arrangement.  Lets say that
      your alternator quits in flight.  You have a fuel pump and distributor that
      need power to make you engine run.  This is where it gets tricky.  How many
      amps is required and how many amper hours is your battery? You'll need to do the
      math here to see how long it is going to run. If you only needed to run the
      ignition system you will have a lot more time to find a place to land. I know
      we can play the would if game all day here but the point here is to think carefully
      about what you want.  and build it that way.  Taking your plane to the
      Corvair collage is an excellent idea. There will plenty of folks there with a
      whole bunch more Corvair knowledge than I have.  
      
      You are absolutely on the right websites and asking all the right people the right
      questions. Please do not get discouraged.  We have all been down this road
      and will offer the best advice we have.  
      
      Oh, one more thing that hasn't been mentioned.  You will need to be able to shut
      the fuel off from the pilots seat.  It is the best way to stop an inflight fire.
      Safety first.  
      
      Respectfully to all reading this,
      
      --------
      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=417721#417721
      
      
________________________________________________________________________________
From: 
Chuck Campbell <cncampbell(at)outlook.com>
Subject: 
Piet newsletter
Date: 
Jan 27, 2014
      
      John=2C I don't remember whether I had given my new address before.  It is:
      
      > Subject: Re: Pietenpol-List: Piet newsletter
      > From: jhofmann(at)reesgroupinc.com
      > Date: Mon=2C 27 Jan 2014 17:01:51 -0600
      > To: pietenpol-list(at)matronics.com
      > 
      .com>
      > 
      > Newsletter is to the printers. I had an an article from Dom Emch on ski f
      lying I needed to get in. Patience is asked for while I learn this system.
      > 
      > Best=2C
      > -john-
      > 
      > John Hofmann
      > Vice-President=2C IT and Production
      > The Rees Group=2C Inc.
      > 2424 American Lane
      > Madison=2C WI 53704
      > Phone: 608.443.2468 ext 150
      > Fax: 608.443.2474
      > Email: jhofmann(at)reesgroupinc.com
      > 
      > On Jan 27=2C 2014=2C at 4:41 PM=2C Pietflyer1977  wrote
      :
      > 
      >
      > > 
      > > Was just wondering if anyone has got there Piet club newsletter?  Have 
      been looking for it everyday for a month. Don't we usually get them the end
       of December / first of January? Thanks
      > > 
      > > 
      > > 
      > > 
      > > Read this topic online here:
      > > 
      > > http://forums.matronics.com/viewtopic.php?p=417709#417709
      > > 
      > > 
      > > 
      > > 
      > > 
      > > 
      > > 
      > > 
      > > 
      > > 
      > 
      > 
      > 
      ===========
      ===========
      ===========
      ===========
      > 
      > 
      > 
       		 	   		  
      
________________________________________________________________________________
From: 
TOM MICHELLE BRANT <tmbrant(at)msn.com>
Subject: 
center strut - rear attach brackets
Date: 
Jan 27, 2014
      
      i'm confused with the connection between the rear center struct brackets an
      d the fuselage.  Theres a 3/4 x 1/2 member that goes between the two fusela
      ge sides and is then covered with plywood for the instrument panel.  The CC
       brackets appear to sever this member pretty much completely.  Is this righ
      t?  
      not that I think that that little member transfers a ton of energy but it s
      eems strange that it would be cut off at the ends to make room for the brac
      kets to slide through.  this is where the front seat back is attached to as
       well.
      Any insights?
      Tom Brant 		 	   		  
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Re: Fuel flow question
Date: 
Jan 27, 2014
      
      Larry Williams?! Pshaw! I have the Steve Eldridge fuel gauge!
      
      Gary Boothe
      NX308MB
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of taildrags
      Sent: Monday, January 27, 2014 2:41 PM
      Subject: Pietenpol-List: Re: Fuel flow question
      
      --> 
      
      Gary; the fuel tank really is a nice piece of work.  I was just funnin' ya
      about the rivets, but now't you mention it, I see the dimples and why you
      had to offset the rivets in those spots.
      
      By any chance are you using a Larry Williams-style fuel sight gauge on the
      bottom of the tank, or a dial-type, or electric capacitance, or -?  I think
      I've also seen someone's  centersection tank that used one of the old
      outboard motor fuel tank gauges that feature a cork float that turns a flat
      helical piece of metal as the float rises or falls.  The twisting of the
      flat rod turns the fuel indicator needle.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417708#417708
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
center strut - rear attach brackets
Date: 
Jan 27, 2014
      
      Tom,
      
      
      Out of hundreds of pictures, I thought I had things pretty well
      covered=85until I go to look for something like that!
      
      
      I did find a picture that seemed to confirm what you describe. The seat 
      back
      for the front cockpit supports that member, and eventually all are tied 
      in
      again with the hoop for the turtle deck. I suggest cutting the plywood
      bottom for the instrument panel, notched for the fittings, then add the 
      =BD=94
      member.
      
      
      Gary Boothe
      
      NX308MB
      
      
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOM 
      MICHELLE
      BRANT
      Sent: Monday, January 27, 2014 5:58 PM
      Subject: Pietenpol-List: center strut - rear attach brackets
      
      
      i'm confused with the connection between the rear center struct brackets 
      and
      the fuselage.  Theres a 3/4 x 1/2 member that goes between the two 
      fuselage
      sides and is then covered with plywood for the instrument panel.  The CC
      brackets appear to sever this member pretty much completely.  Is this 
      right?
      
      
      not that I think that that little member transfers a ton of energy but 
      it
      seems strange that it would be cut off at the ends to make room for the
      brackets to slide through.  this is where the front seat back is 
      attached to
      as well.
      
      
      Any insights?
      
      
      Tom Brant
      
      
________________________________________________________________________________
Subject: 
Re: Piet newsletter
From: 
Jack <jack(at)textors.com>
Date: 
Jan 27, 2014
      
      Me too John
      2400 South 14th St
      West Des Moines, IA 50265
      
      Sent from my iPad
      Jack Textor
      
      On Jan 27, 2014, at 7:25 PM, Chuck Campbell  wrote:
      
      > John, I don't remember whether I had given my new address before.  It is:
      >  
      > > Subject: Re: Pietenpol-List: Piet newsletter
      > > From: jhofmann(at)reesgroupinc.com
      > > Date: Mon, 27 Jan 2014 17:01:51 -0600
      > > To: pietenpol-list(at)matronics.com
      > > 
      c.com>
      > > 
      > > Newsletter is to the printers. I had an an article from Dom Emch on ski f
      lying I needed to get in. Patience is asked for while I learn this system.
      > > 
      > > Best,
      > > -john-
      > > 
      > > John Hofmann
      > > Vice-President, IT and Production
      > > 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 27, 2014, at 4:41 PM, Pietflyer1977  wrote:
      > > 
      m>
      > > > 
      > > > Was just wondering if anyone has got there Piet club newsletter? Have b
      een looking for it everyday for a month. Don't we usually get them the end o
      f December / first of January? Thanks
      > > > 
      > > > 
      > > > 
      > > > 
      > > > Read this topic online here:
      > > > 
      > > > http://forums.matronics.com/viewtopic.php?p=417709#417709
      > > > 
      > > > 
      > > > 
      > > > 
      > > > 
      > > > 
      > > > 
      > > > 
      > > > 
      > > > 
      > > 
      > &g================
      > > 
      > > 
      > > 
      > 
      > 
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      > 
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jan 27, 2014
      
      
      Gary; that's a beautiful rendition of the Steve Eldredge sight gauge!  I never
      thought of leaving the copper tube in its natural state or highlighting it, but
      on your vintage-style airplane, polished metal goes very well.  Do you have
      a quick-drain fitting in the bottom of the tube there?
      
      I created those drawings from hand sketches that Steve sent me, plus his narrative
      description, but when I scanned them a little of the text was cut off and
      I tried to fix it with MS Paint.  Crude, but it gets the point across.  I also
      got similar sketches from the Top Curmudgeon (Larry) for his float-type indicator,
      which is also quite simple and elegant.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417732#417732
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Re: Fuel flow question
Date: 
Jan 27, 2014
      
      
      As with many things on my plane, the site gauge too has been modified from
      that picture. Yes, it has always had a quick-drain, but I have also taken
      off some of the tubing on the other side to give it a see-thru, more visible
      'glass'.  I had no idea that the drawings were yours! They must be good,
      because even I could follow them!
      
      Gary Boothe
      NX308MB
      
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of taildrags
      Sent: Monday, January 27, 2014 7:22 PM
      Subject: Pietenpol-List: Re: Fuel flow question
      
      --> 
      
      Gary; that's a beautiful rendition of the Steve Eldredge sight gauge!  I
      never thought of leaving the copper tube in its natural state or
      highlighting it, but on your vintage-style airplane, polished metal goes
      very well.  Do you have a quick-drain fitting in the bottom of the tube
      there?
      
      I created those drawings from hand sketches that Steve sent me, plus his
      narrative description, but when I scanned them a little of the text was cut
      off and I tried to fix it with MS Paint.  Crude, but it gets the point
      across.  I also got similar sketches from the Top Curmudgeon (Larry) for his
      float-type indicator, which is also quite simple and elegant.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417732#417732
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Re: Fuel flow question
Date: 
Jan 27, 2014
      
      ...and now that I look back on that article...Sure enough! There's your
      name!!
      
      Gary Boothe
      NX308MB
      
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of taildrags
      Sent: Monday, January 27, 2014 7:22 PM
      Subject: Pietenpol-List: Re: Fuel flow question
      
      --> 
      
      Gary; that's a beautiful rendition of the Steve Eldredge sight gauge!  I
      never thought of leaving the copper tube in its natural state or
      highlighting it, but on your vintage-style airplane, polished metal goes
      very well.  Do you have a quick-drain fitting in the bottom of the tube
      there?
      
      I created those drawings from hand sketches that Steve sent me, plus his
      narrative description, but when I scanned them a little of the text was cut
      off and I tried to fix it with MS Paint.  Crude, but it gets the point
      across.  I also got similar sketches from the Top Curmudgeon (Larry) for his
      float-type indicator, which is also quite simple and elegant.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417732#417732
      
      
________________________________________________________________________________
Subject: 
Tig welder on Ebay.
From: 
"tools" <n0kkj(at)yahoo.com>
Date: 
Jan 27, 2014
      
      
      http://www.ebay.com/itm/291063457658?ssPageName=STRK:MEWAX:IT&_trksid=p3984.m1423.l2649
      
      Item number 291063457658 if the link doesn't work.
      
      
      I just bought one of these, also on Ebay, and it's a REALLY nice welder.  At $250
      (mine was $350, was the only one to bid... everything but a argon tank - sixty
      bucks on craigslist - and regulator - forty five from local welding shop),
      after you build your airplane, copper will probably be high enough to scrap it
      and come out even.
      
      It's older technology, which is a bonus as there's no circuit boards in there.
      I imagine the "mid range problems" noted are with the rheostat.  Either dirty,
      or worn, simply cannot be a big deal to fix if you even need to.  There's an
      oil filled capacitor in there that's given a few folks problems in the past,
      a nine dollar fix...  
      
      For a transformer based machine, it's considered quite efficient.  I'm running
      my syncrowave and one of these on a 40amp breaker with no ill effects.  Can't
      wind up the wick and do 1/2" in one pass... 
      
      It's big.  Really big.  And heavy.  There's always a catch and that's it with this
      machine.  Still if you're in the market for a welder, this is seriously worth
      considering.  There's also an Airco branded one of these out there, the same
      machine part for part.  If you look at others of these, I would say that quite
      a bit of my research on these seemed to reveal that the pedal is difficult
      to find, and the plug is obsolete.  I really don't think it would be much to
      overcome, especially if you're tenacious enough to build an AIRPLANE!  To be safe,
      just make sure one you're looking at has that and it's clearly not an issue.
      I've seen quite a few less than $500.  
      
      Cheers
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417746#417746
      
      
________________________________________________________________________________
Date: 
Jan 28, 2014
From: 
Charles Burkholder <born2fly(at)abcmailbox.net>
Subject: 
Re: Fuel flow question
      
      
      Wow I like it. I was wondering about a center tank sight gauge.
      Charles
      On 1/27/2014 9:01 PM, Gary Boothe wrote:
      > Larry Williams?! Pshaw! I have the Steve Eldridge fuel gauge!
      >
      > Gary Boothe
      > NX308MB
      >
      > -----Original Message-----
      > From: owner-pietenpol-list-server(at)matronics.com
      > [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of taildrags
      > Sent: Monday, January 27, 2014 2:41 PM
      > To: pietenpol-list(at)matronics.com
      > Subject: Pietenpol-List: Re: Fuel flow question
      >
      > --> 
      >
      > Gary; the fuel tank really is a nice piece of work.  I was just funnin' ya
      > about the rivets, but now't you mention it, I see the dimples and why you
      > had to offset the rivets in those spots.
      >
      > By any chance are you using a Larry Williams-style fuel sight gauge on the
      > bottom of the tank, or a dial-type, or electric capacitance, or -?  I think
      > I've also seen someone's  centersection tank that used one of the old
      > outboard motor fuel tank gauges that feature a cork float that turns a flat
      > helical piece of metal as the float rises or falls.  The twisting of the
      > flat rod turns the fuel indicator needle.
      >
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=417708#417708
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Fuel flow question
From: 
"Don Emch" <EmchAir(at)aol.com>
Date: 
Jan 28, 2014
      
      
      A welded aluminum gravity feed tank is really hard to beat.  If you can make a
      poster board mock up tank, there are several shops that can fab up a tank for
      you.  If the tank was kept fairly simple, you only be into it for a few hundred
      bucks or so.  The other option is to spend 8-10 hours to form one up yourself
      out of aluminum and take it to a shop that welds aluminum.  Most would weld
      a simple one for $100-$150.  Well worth the money for a rugged, simple, leakproof,
      gravity fed system.  Very few things to go wrong.
      
      Don Emch
      NX899DE
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417754#417754
      
      
________________________________________________________________________________
From: 
"Jack Phillips" <jack(at)bedfordlandings.com>
Subject: 
center strut - rear attach brackets
Date: 
Jan 28, 2014
      
      Gary and Tom,
      
      
      That=92s what I did.  The =BD=94 spruce piece supports the front 
      seatback, but
      stops short of the cabane strut fittings.  It transfers the load to the
      plywood shear web on top of the longerons.  I don=92t have a good 
      picture that
      shows the spruce piece, but here=92s a photo of the general area:
      
      
      As you can see, I laminated the hoops that support the cowling, but had 
      to
      stop the one that makes the top of the front seatback short in order to
      clear the rear cabane struts.
      
      
      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 Gary 
      Boothe
      Sent: Monday, January 27, 2014 9:20 PM
      Subject: RE: Pietenpol-List: center strut - rear attach brackets
      
      
      Tom,
      
      
      Out of hundreds of pictures, I thought I had things pretty well
      covered=85until I go to look for something like that!
      
      
      I did find a picture that seemed to confirm what you describe. The seat 
      back
      for the front cockpit supports that member, and eventually all are tied 
      in
      again with the hoop for the turtle deck. I suggest cutting the plywood
      bottom for the instrument panel, notched for the fittings, then add the 
      =BD=94
      member.
      
      
      Gary Boothe
      
      NX308MB
      
      
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOM 
      MICHELLE
      BRANT
      Sent: Monday, January 27, 2014 5:58 PM
      Subject: Pietenpol-List: center strut - rear attach brackets
      
      
      i'm confused with the connection between the rear center struct brackets 
      and
      the fuselage.  Theres a 3/4 x 1/2 member that goes between the two 
      fuselage
      sides and is then covered with plywood for the instrument panel.  The CC
      brackets appear to sever this member pretty much completely.  Is this 
      right?
      
      
      not that I think that that little member transfers a ton of energy but 
      it
      seems strange that it would be cut off at the ends to make room for the
      brackets to slide through.  this is where the front seat back is 
      attached to
      as well.
      
      
      Any insights?
      
      
      Tom Brant
      
      
      http://www.matronics.com/Navigator?Pietenpol-List
      
      http://forums.matronics.com
      
      http://www.matronics.com/contribution
      
      
________________________________________________________________________________
From: 
TGSTONE236(at)aol.com
Date: 
Jan 28, 2014
Subject: 
center section wing tank
      
      I made a center wing tank using closed end rivets and sealed. I never  
      could get the leaking to completely stop. I took my leaking gas  tank  to an 
      aluminum boat builder and ask him to use my tank as a pattern . He told me  he
      
      would not build me a gas tank , but if I wanted a water tank he would be  
      glad to do it.$250 got me a nice looking water tank  that  is installed in my 
      airplane as a gas tank. It looks great and doesn't  leak.
      
      Ted Stone
      
________________________________________________________________________________
Subject: 
Re: center strut - rear attach brackets
From: 
"Bill Church" <billspiet(at)sympatico.ca>
Date: 
Jan 28, 2014
      
      
      Tom,
      If you have the supplemental plans, the side view for the long fuselage shows an
      additional "3/4" x 3" filler for strut fitting" directly behind the vertical
      brace.  By incorporating this filler, the rear cabane attach fitting can be moved
      aft, eliminating the interference that you were referring to.  while the
      plans do not show it, another filler piece should also be added for the forward
      cabane attachment, to keep the spacing of the cabanes at 28 3/4".
      Bill C.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417766#417766
      
      
      Attachments: 
      
      http://forums.matronics.com//files/long_fuse_101.jpg
      
      
________________________________________________________________________________
Subject: 
Leather coamings
From: 
Ken Bickers <bickers.ken(at)gmail.com>
Date: 
Jan 28, 2014
      
      
      It has been too cold and too snowy the past couple days to make meaningful progress
      on the Piet. So, while staying warm and dry, I'm thinking ahead to a future
      task. 
      
      My question is what weight and type of leather (e.g. cow, elk, etc.) is recommended
      for the coamings? Also any recommendations about suppliers of said leather?
      
      Thanks, Ken
      
      
________________________________________________________________________________
Subject: 
Re: Leather coamings
From: 
"Don Emch" <EmchAir(at)aol.com>
Date: 
Jan 28, 2014
      
      
      Deer hide is thin, durable, and very nice to work with.  Check ebay.
      
      Don Emch
      NX899DE
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417788#417788
      
      
________________________________________________________________________________
Date: 
Jan 28, 2014
Subject: 
Re: Leather coamings
From: 
"bradandlinda tds.net" <bradandlinda(at)tds.net>
      
      Tandy Leather Goods has a "stressed or aged " looking leather that had a
      great antique look and worked well on my Piet.  Google "Rob Bachs Piet video
      
      
      On Tue, Jan 28, 2014 at 12:58 PM, Ken Bickers  wrote:
      
      >
      > It has been too cold and too snowy the past couple days to make meaningful
      > progress on the Piet. So, while staying warm and dry, I'm thinking ahead to
      > a future task.
      >
      > My question is what weight and type of leather (e.g. cow, elk, etc.) is
      > recommended for the coamings? Also any recommendations about suppliers of
      > said leather?
      >
      > Thanks, Ken
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Tig welder on Ebay.
From: 
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: 
Jan 28, 2014
      
      
      Tools,
      
      Are you going it have it up and running for "Toolapalooza"? I am looking forward
      to getting some welding in while there.
      
      --------
      Semper Fi,
      
      Terry Hand
      Athens, GA
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417792#417792
      
      
________________________________________________________________________________
Subject: 
Re: center section wing tank
From: 
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: 
Jan 28, 2014
      
      
      Ted,
      
      Does he have a brother/cousin/etc in Georgia?  [Wink] 
      
      Sounds like you got a good deal. Did that price include materials or just labor?
      
      Maybe I can find me a boat builder here that can do the same. Thanks for the information.
      
      --------
      Semper Fi,
      
      Terry Hand
      Athens, GA
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417793#417793
      
      
________________________________________________________________________________
Subject: 
Re: Tig welder on Ebay.
From: 
"tools" <n0kkj(at)yahoo.com>
Date: 
Jan 28, 2014
      
      
      Have the Syncrowave in GA, and yep, it's up and running.  Also have oxy/acet and
      MIG to play around with.  
      
      Should start recovering the Piet tomorrow, so it might be up and running as well.
      
      
      Tools
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417795#417795
      
      
________________________________________________________________________________
Date: 
Jan 28, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Re: center strut - rear attach brackets
      
      Attached are two in-work photos of that connection. You can see how the attach
      bracket was moved aft onto the added spruce filler, this allows the horizontal
      piece in question to connect directly to the fuselage sides. As already noted,
      move the front brackets the same distance.
      
      
      If God is your co-pilot...switch seats.
      Michael Perez
      Pietenpol HINT Videos
      Karetaker Aero
      http://www.karetakeraero.com/
      
________________________________________________________________________________
Date: 
Jan 28, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Re: center section wing tank
      
      Not a wing tank, but I went the mock-up to welded aluminum route. If you ca
      n, fabricate the tank yourself and verify everything fits and the tank incl
      udes whatever fittings you require. Then have a pro. do the welding...and p
      ressure test.=0A-=0AI agree that being hit with a rather large "fix" when
       you are nearing the end is no joy, but to handling correctly now will yiel
      d long term satisfaction in the end.=0A=0A=0AIf God is your co-pilot...swit
      ch seats.=0AMichael Perez=0APietenpol HINT Videos=0AKaretaker Aero=0Ahttp:/
      /www.karetakeraero.com/
      
________________________________________________________________________________
From: 
TOM MICHELLE BRANT <tmbrant(at)msn.com>
Subject: 
center strut - rear attach brackets
Date: 
Jan 28, 2014
      
      Its ridiculous how simple this is...  I only wish I'd have thought to ask t
      he question before I cut the cross member : (
      Thanks all
      
      Date: Tue=2C 28 Jan 2014 16:15:54 -0800
      From: speedbrake(at)sbcglobal.net
      Subject: Re: Pietenpol-List: center strut - rear attach brackets
      
      Attached are two in-work photos of that connection. You can see how the att
      ach bracket was moved aft onto the added spruce filler=2C this allows the h
      orizontal piece in question to connect directly to the fuselage sides. As a
      lready noted=2C move the front brackets the same distance.=0A
      =0A
       =0A
      If God is your co-pilot...switch seats.
      Michael Perez
      Pietenpol HINT Videos
      Karetaker Aero
      http://www.karetakeraero.com/ 		 	   		  
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
center strut - rear attach brackets
Date: 
Jan 28, 2014
      
      Tom,
      
      
      Don't beat yourself up. It's a non-structural part and of no consequence.
      Besides, there is always a price to pay for changes. For example, if I had
      moved my wing back 1" more, the aileron control cables would have come right
      thru the wind screen.or, at least, it would have been even harder to design
      the screen to the size I wanted.
      
      
      Gary Boothe
      
      NX308MB
      
      
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOM MICHELLE
      BRANT
      Sent: Tuesday, January 28, 2014 5:44 PM
      Subject: RE: Pietenpol-List: center strut - rear attach brackets
      
      
      Its ridiculous how simple this is...  I only wish I'd have thought to ask
      the question before I cut the cross member : (
      
      
      Thanks all
      
        _____  
      
      Date: Tue, 28 Jan 2014 16:15:54 -0800
      From: speedbrake(at)sbcglobal.net
      Subject: Re: Pietenpol-List: center strut - rear attach brackets
      
      Attached are two in-work photos of that connection. You can see how the
      attach bracket was moved aft onto the added spruce filler, this allows the
      horizontal piece in question to connect directly to the fuselage sides. As
      already noted, move the front brackets the same distance.
      
      
      If God is your co-pilot...switch seats.
      Michael Perez
      Pietenpol HINT Videos
      Karetaker Aero
      http://www.karetakeraero.com/
      
      
________________________________________________________________________________
From: 
"Chris" <catdesigns(at)att.net>
Subject: 
center strut - rear attach brackets
Date: 
Jan 28, 2014
      
      Just glue a piece behind the one you cut if it makes you feel better.  I cut
      the piece as well as everyone else who has the fitting in that location.
      
      
      Chris
      
      
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of TOM MICHELLE
      BRANT
      Sent: Tuesday, January 28, 2014 5:44 PM
      Subject: RE: Pietenpol-List: center strut - rear attach brackets
      
      
      Its ridiculous how simple this is...  I only wish I'd have thought to ask
      the question before I cut the cross member : (
      
      
      Thanks all
      
        _____  
      
      Date: Tue, 28 Jan 2014 16:15:54 -0800
      From: speedbrake(at)sbcglobal.net <mailto:speedbrake(at)sbcglobal.net> 
      Subject: Re: Pietenpol-List: center strut - rear attach brackets
      
      Attached are two in-work photos of that connection. You can see how the
      attach bracket was moved aft onto the added spruce filler, this allows the
      horizontal piece in question to connect directly to the fuselage sides. As
      already noted, move the front brackets the same distance.
      
      
      If God is your co-pilot...switch seats.
      Michael Perez
      Pietenpol HINT Videos
      Karetaker Aero
      http://www.karetakeraero.com/
      
      
________________________________________________________________________________
From: 
TGSTONE236(at)aol.com
Date: 
Jan 29, 2014
Subject: 
CENTER SECTION  FUEL TANK
      
      That price included every thing. In fact he made it 1/4 inch too large and  
      had to redo it to fit in the "c" section. I also am showing you my fuselage 
       center  6 gal tank I got  from ALUMINUN GAS TANKS .NET  that you  can buy 
      at a good price.
      
      Ted
      
________________________________________________________________________________
Date: 
Jan 29, 2014
Subject: 
Re: Fuel flow question
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      If you are really interested in making sure that you get the fuel at
      increased angles of attack, I noticed at least one Piet had two fuel drains
      on the wing center section tank. One up front and one to the rear.
      
      My wing tank only has one about the middle and if the wing were at an
      "extreme" angle would not access fuel at the back of the tank. The "Main"
      tank is in the "header" position like a cub. The drain is on the lowest
      part of the tank.
      
      Based on this conversation, when I first fill the Wing tank I will do it a
      gallon at a time. When the gas comes out the port, I will know what is not
      useable when landing or taking off. I cannot imagine the plane being a much
      more of an angle than it will be in setting on the ground.
      
      I may have an SOP of never landing or taking off on the wing tank. Just use
      it in cruse. I will probably only use it for long trips anyhow.
      
      Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jan 29, 2014
Subject: 
Re: Leather coamings
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      I am using Nauga leather. Rare animal.
      
      Blue Skies,
      Steve D
      
      On Tue, Jan 28, 2014 at 2:33 PM, bradandlinda tds.net
      wrote:
      
      > Tandy Leather Goods has a "stressed or aged " looking leather that had a
      > great antique look and worked well on my Piet.  Google "Rob Bachs Piet video
      >
      >
      >  On Tue, Jan 28, 2014 at 12:58 PM, Ken Bickers wrote:
      >
      >>
      >> It has been too cold and too snowy the past couple days to make
      >> meaningful progress on the Piet. So, while staying warm and dry, I'm
      >> thinking ahead to a future task.
      >>
      >> My question is what weight and type of leather (e.g. cow, elk, etc.) is
      >> recommended for the coamings? Also any recommendations about suppliers of
      >> said leather?
      >>
      >> Thanks, Ken
      >>
      >> ==========
      >> st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      >> ==========
      >> http://forums.matronics.com
      >> ==========
      >> le, List Admin.
      >> ="_blank">http://www.matronics.com/contribution
      >> ==========
      >>
      >>
      >>
      >>
      >  *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
Date: 
Jan 29, 2014
Subject: 
Re: Leather coamings
From: 
Ken Bickers <bickers.ken(at)gmail.com>
      
      Yep, we have a chair covered in Nauga which has been stored in our basement
      for years and years, maybe decades now. Still looks as good/bad as the day
      it was given to us.  My theory is that the meat of the Nauga is the main
      ingredient in Spam, as that never seems to age either.
      
      
      On Wed, Jan 29, 2014 at 11:07 AM, Steven Dortch
      wrote:
      
      > I am using Nauga leather. Rare animal.
      >
      > Blue Skies,
      > Steve D
      >
      > On Tue, Jan 28, 2014 at 2:33 PM, bradandlinda tds.net <
      > bradandlinda(at)tds.net> wrote:
      >
      >> Tandy Leather Goods has a "stressed or aged " looking leather that had a
      >> great antique look and worked well on my Piet.  Google "Rob Bachs Piet video
      >>
      >>
      >>  On Tue, Jan 28, 2014 at 12:58 PM, Ken Bickers wrote:
      >>
      >>> >
      >>>
      >>> It has been too cold and too snowy the past couple days to make
      >>> meaningful progress on the Piet. So, while staying warm and dry, I'm
      >>> thinking ahead to a future task.
      >>>
      >>> My question is what weight and type of leather (e.g. cow, elk, etc.) is
      >>> recommended for the coamings? Also any recommendations about suppliers of
      >>> said leather?
      >>>
      >>> Thanks, Ken
      >>>
      >>> ==========
      >>> st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      >>> ==========
      >>> http://forums.matronics.com
      >>> ==========
      >>> le, List Admin.
      >>> ="_blank">http://www.matronics.com/contribution
      >>> ==========
      >>>
      >>>
      >>>
      >>>
      >>  *
      >>
      >> " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List 
      >> ttp://forums.matronics.com <http://forums.matronics.com>
      >> _blank">http://www.matronics.com/contribution 
      >>
      >> *
      >>
      >>
      > *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
From: 
"Jack Phillips" <jack(at)bedfordlandings.com>
Subject: 
Leather coamings
Date: 
Jan 29, 2014
      
      There's a reason you find Mexican restaurants, Italian, Chinese, Japanese,
      French, Moroccan, restaurants but you rarely ever see a Spanish restaurant.
      Nauga meat may actually be the reason!
      
      
      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 Ken Bickers
      Sent: Wednesday, January 29, 2014 1:21 PM
      Subject: Re: Pietenpol-List: Leather coamings
      
      
      Yep, we have a chair covered in Nauga which has been stored in our basement
      for years and years, maybe decades now. Still looks as good/bad as the day
      it was given to us.  My theory is that the meat of the Nauga is the main
      ingredient in Spam, as that never seems to age either.
      
      
      On Wed, Jan 29, 2014 at 11:07 AM, Steven Dortch 
      wrote:
      
      I am using Nauga leather. Rare animal. 
      
      
      Blue Skies,
      
      Steve D
      
      On Tue, Jan 28, 2014 at 2:33 PM, bradandlinda tds.net 
      wrote:
      
      Tandy Leather Goods has a "stressed or aged " looking leather that had a
      great antique look and worked well on my Piet.  Google "Rob Bachs Piet video
      
      
      On Tue, Jan 28, 2014 at 12:58 PM, Ken Bickers  wrote:
      
      
      It has been too cold and too snowy the past couple days to make meaningful
      progress on the Piet. So, while staying warm and dry, I'm thinking ahead to
      a future task.
      
      My question is what weight and type of leather (e.g. cow, elk, etc.) is
      recommended for the coamings? Also any recommendations about suppliers of
      said leather?
      
      Thanks, Ken
      
      ==========
      st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      ==========
      http://forums.matronics.com  
      ==========
      le, List Admin.
      ="_blank">http://www.matronics.com/contribution
      ==========
      
      
      " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      ttp://forums.matronics.com
      _blank">http://www.matronics.com/contribution
      
      
      " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      tp://forums.matronics.com
      _blank">http://www.matronics.com/contribution
      
      
________________________________________________________________________________
Subject: 
Re: Leather coamings
From: 
Gary Boothe <gboothe5(at)comcast.net>
Date: 
Jan 29, 2014
      
      ...and tastes the same!
      
      Sent from my iPhone
      
      > On Jan 29, 2014, at 10:20 AM, Ken Bickers  wrote:
      > 
      > Yep, we have a chair covered in Nauga which has been stored in our basemen
      t for years and years, maybe decades now. Still looks as good/bad as the day
       it was given to us.  My theory is that the meat of the Nauga is the main in
      gredient in Spam, as that never seems to age either.
      > 
      > 
      >> On Wed, Jan 29, 2014 at 11:07 AM, Steven Dortch  wrote:
      >> I am using Nauga leather. Rare animal.
      >>  
      >> Blue Skies,
      >> Steve D
      >> 
      >>> On Tue, Jan 28, 2014 at 2:33 PM, bradandlinda tds.net <bradandlinda@tds.
      net> wrote:
      >>> Tandy Leather Goods has a "stressed or aged " looking leather that had a
       great antique look and worked well on my Piet.  Google "Rob Bachs Piet vide
      o
      >>> 
      >>> 
      >>>> On Tue, Jan 28, 2014 at 12:58 PM, Ken Bickers  w
      rote:
      m>
      >>>> 
      >>>> It has been too cold and too snowy the past couple days to make meaning
      ful progress on the Piet. So, while staying warm and dry, I'm thinking ahead
       to a future task.
      >>>> 
      >>>> My question is what weight and type of leather (e.g. cow, elk, etc.) is
       recommended for the coamings? Also any recommendations about suppliers of s
      aid leather?
      >>>> 
      >>>> Thanks, Ken
      >>>> 
      >>>> ==========
      >>>> st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      
      >>>> ==========
      >>>> http://forums.matronics.com
      >>>> ==========
      >>>> le, List Admin.
      >>>> ="_blank">http://www.matronics.com/contribution
      >>>> ==========
      >>>> 
      >>>> 
      >>>> 
      >>> 
      >>> 
      >>> 
      >>> " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      >>> ttp://forums.matronics.com
      >>> _blank">http://www.matronics.com/contribution
      >>> 
      >> 
      >> 
      >> 
      >> 
      >> " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      >> tp://forums.matronics.com
      >> _blank">http://www.matronics.com/contribution
      >> 
      > 
      > 
      > 
      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
      > 
      
________________________________________________________________________________
From: 
glenschweizer(at)yahoo.com
Subject: 
Re: Leather coamings
Date: 
Jan 29, 2014
      
      I understand that twinkles are made with nauga milk.  Hey, they're even the p
      rofile shape of coamings.  Wow this forum is so enlightening!
      
      Sent from my iPhone
      
      > On Jan 29, 2014, at 10:20 AM, Ken Bickers  wrote:
      > 
      > Yep, we have a chair covered in Nauga which has been stored in our basemen
      t for years and years, maybe decades now. Still looks as good/bad as the day
       it was given to us.  My theory is that the meat of the Nauga is the main in
      gredient in Spam, as that never seems to age either.
      > 
      > 
      >> On Wed, Jan 29, 2014 at 11:07 AM, Steven Dortch  wrote:
      >> I am using Nauga leather. Rare animal.
      >>  
      >> Blue Skies,
      >> Steve D
      >> 
      >>> On Tue, Jan 28, 2014 at 2:33 PM, bradandlinda tds.net <bradandlinda@tds.
      net> wrote:
      >>> Tandy Leather Goods has a "stressed or aged " looking leather that had a
       great antique look and worked well on my Piet.  Google "Rob Bachs Piet vide
      o
      >>> 
      >>> 
      >>>> On Tue, Jan 28, 2014 at 12:58 PM, Ken Bickers  w
      rote:
      m>
      >>>> 
      >>>> It has been too cold and too snowy the past couple days to make meaning
      ful progress on the Piet. So, while staying warm and dry, I'm thinking ahead
       to a future task.
      >>>> 
      >>>> My question is what weight and type of leather (e.g. cow, elk, etc.) is
       recommended for the coamings? Also any recommendations about suppliers of s
      aid leather?
      >>>> 
      >>>> Thanks, Ken
      >>>> 
      >>>> ==========
      >>>> st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      
      >>>> ==========
      >>>> http://forums.matronics.com
      >>>> ==========
      >>>> le, List Admin.
      >>>> ="_blank">http://www.matronics.com/contribution
      >>>> ==========
      >>>> 
      >>>> 
      >>>> 
      >>> 
      >>> 
      >>> 
      >>> " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      >>> ttp://forums.matronics.com
      >>> _blank">http://www.matronics.com/contribution
      >>> 
      >> 
      >> 
      >> 
      >> 
      >> " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      >> tp://forums.matronics.com
      >> _blank">http://www.matronics.com/contribution
      >> 
      > 
      > 
      > 
      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
      > 
      
________________________________________________________________________________
Date: 
Jan 29, 2014
Subject: 
Re: Leather coamings
From: 
Ken Bickers <bickers.ken(at)gmail.com>
      
      Before this thread slips hopelessly out of control, let me restate my
      original question, with a couple of addendums.  I'm still interested in
      learning from the experience of others what type and weight of leather
      works well and good sources,  I'd prefer to use real leather, even though
      Nauga jokes last forever.
      
      A couple of folks, on and off-list, suggested I try Tandy Leather.  That
      surprised me, because I had thought, erroneously it turns out, that Tandy
      had disappeared from the marketplace years ago. It also turns out there is
      a Tandy Leather store about a half hour from where I work.  From their
      website, it appears that they carry cowhides, but I see no mention of other
      types of leather.  They carry it in a variety of weights.  Any thoughts on
      what weight is appropriate for coamings?  Another reply was to use
      deerskin. That appeals to me, but I'm not sure where one gets that type of
      leather, short of asking politely of a local deer if I might borrow his.
       Suggestions?
      
      Cheers, Ken
      
      
      On Wed, Jan 29, 2014 at 11:49 AM,  wrote:
      
      > I understand that twinkles are made with nauga milk.  Hey, they're even
      > the profile shape of coamings.  Wow this forum is so enlightening!
      >
      > Sent from my iPhone
      >
      > On Jan 29, 2014, at 10:20 AM, Ken Bickers  wrote:
      >
      > Yep, we have a chair covered in Nauga which has been stored in our
      > basement for years and years, maybe decades now. Still looks as good/bad as
      > the day it was given to us.  My theory is that the meat of the Nauga is the
      > main ingredient in Spam, as that never seems to age either.
      >
      >
      > On Wed, Jan 29, 2014 at 11:07 AM, Steven Dortch  > wrote:
      >
      >> I am using Nauga leather. Rare animal.
      >>
      >> Blue Skies,
      >> Steve D
      >>
      >> On Tue, Jan 28, 2014 at 2:33 PM, bradandlinda tds.net <
      >> bradandlinda(at)tds.net> wrote:
      >>
      >>> Tandy Leather Goods has a "stressed or aged " looking leather that had a
      >>> great antique look and worked well on my Piet.  Google "Rob Bachs Piet video
      >>>
      >>>
      >>>  On Tue, Jan 28, 2014 at 12:58 PM, Ken Bickers wrote:
      >>>
      >>>> bickers.ken(at)gmail.com>
      >>>>
      >>>> It has been too cold and too snowy the past couple days to make
      >>>> meaningful progress on the Piet. So, while staying warm and dry, I'm
      >>>> thinking ahead to a future task.
      >>>>
      >>>> My question is what weight and type of leather (e.g. cow, elk, etc.) is
      >>>> recommended for the coamings? Also any recommendations about suppliers of
      >>>> said leather?
      >>>>
      >>>> Thanks, Ken
      >>>>
      >>>> ==========
      >>>> st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      >>>> ==========
      >>>> http://forums.matronics.com
      >>>> ==========
      >>>> le, List Admin.
      >>>> ="_blank">http://www.matronics.com/contribution
      >>>> ==========
      >>>>
      >>>>
      >>>>
      >>>>
      >>>  *
      >>>
      >>> " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List 
      >>> ttp://forums.matronics.com <http://forums.matronics.com>
      >>> _blank">http://www.matronics.com/contribution 
      >>>
      >>> *
      >>>
      >>>
      >> *
      >>
      >> " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List 
      >> tp://forums.matronics.com <http://forums.matronics.com>
      >> _blank">http://www.matronics.com/contribution 
      >>
      >> *
      >>
      >>
      >
      >
      >  *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
From: 
"Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Subject: 
deerskin
Date: 
Jan 29, 2014
      
      Ken-I had good luck with using deerskin.    I'm sure your local hunter coul
      d point you in the right direction to find some.
      Tandy leather is the last place I'd look for this kind of material since as
       you've said they deal mostly in the thick stuff.
      
      Usually you'll find some hole in the wall place around town that deals in l
      eather goods, scraps and they will let you (from my
      few trips out doing this) rummage thru reams of stuff they either don't wan
      t or can't  use.
      
      Mike C.
      
      
________________________________________________________________________________
From: 
"Jack Phillips" <jack(at)bedfordlandings.com>
Subject: 
Leather coamings
Date: 
Jan 29, 2014
      
      I bought an entire cowhide of top-grain leather, fairly thin and soft (about
      1/16" thick - I have no idea what grade it was) from B&B Aircraft Supply
      from Kansas City.  They had several of them at OSH several years ago.  It
      was probably about 2002.  I remember that I paid $110 for it and it was
      enough to do both cockpit coamings and upholster both seats, with quite a
      bit left over.  I'd give them a call and see what they can do - I'll bet
      they are cheaper than Tandy.
      
      
      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 Ken Bickers
      Sent: Wednesday, January 29, 2014 3:01 PM
      Subject: Re: Pietenpol-List: Leather coamings
      
      
      Before this thread slips hopelessly out of control, let me restate my
      original question, with a couple of addendums.  I'm still interested in
      learning from the experience of others what type and weight of leather works
      well and good sources,  I'd prefer to use real leather, even though Nauga
      jokes last forever.
      
      
      A couple of folks, on and off-list, suggested I try Tandy Leather.  That
      surprised me, because I had thought, erroneously it turns out, that Tandy
      had disappeared from the marketplace years ago. It also turns out there is a
      Tandy Leather store about a half hour from where I work.  From their
      website, it appears that they carry cowhides, but I see no mention of other
      types of leather.  They carry it in a variety of weights.  Any thoughts on
      what weight is appropriate for coamings?  Another reply was to use deerskin.
      That appeals to me, but I'm not sure where one gets that type of leather,
      short of asking politely of a local deer if I might borrow his.
      Suggestions?
      
      
      Cheers, Ken
      
      
      On Wed, Jan 29, 2014 at 11:49 AM,  wrote:
      
      I understand that twinkles are made with nauga milk.  Hey, they're even the
      profile shape of coamings.  Wow this forum is so enlightening!
      
      Sent from my iPhone
      
      
      On Jan 29, 2014, at 10:20 AM, Ken Bickers  wrote:
      
      Yep, we have a chair covered in Nauga which has been stored in our basement
      for years and years, maybe decades now. Still looks as good/bad as the day
      it was given to us.  My theory is that the meat of the Nauga is the main
      ingredient in Spam, as that never seems to age either.
      
      
      On Wed, Jan 29, 2014 at 11:07 AM, Steven Dortch 
      wrote:
      
      I am using Nauga leather. Rare animal. 
      
      
      Blue Skies,
      
      Steve D
      
      On Tue, Jan 28, 2014 at 2:33 PM, bradandlinda tds.net 
      wrote:
      
      Tandy Leather Goods has a "stressed or aged " looking leather that had a
      great antique look and worked well on my Piet.  Google "Rob Bachs Piet video
      
      
      On Tue, Jan 28, 2014 at 12:58 PM, Ken Bickers  wrote:
      
      
      It has been too cold and too snowy the past couple days to make meaningful
      progress on the Piet. So, while staying warm and dry, I'm thinking ahead to
      a future task.
      
      My question is what weight and type of leather (e.g. cow, elk, etc.) is
      recommended for the coamings? Also any recommendations about suppliers of
      said leather?
      
      Thanks, Ken
      
      ==========
      st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      ==========
      http://forums.matronics.com  
      ==========
      le, List Admin.
      ="_blank">http://www.matronics.com/contribution
      ==========
      
      
      " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      ttp://forums.matronics.com
      _blank">http://www.matronics.com/contribution
      
      
      " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      tp://forums.matronics.com
      _blank">http://www.matronics.com/contribution
      
      
      3D=========================3
      D===================
      3D=========================3
      D===================
      3D=========================3
      D===================
      3D=========================3
      D===================
      
      
________________________________________________________________________________
Subject: 
Re: deerskin
From: 
"Don Emch" <EmchAir(at)aol.com>
Date: 
Jan 29, 2014
      
      
      Ken...
      
      One of the nice things about deer hide is you can almost stretch it some to get
      it looking nice.  As long as you wipe it occasionally with mink oil or neetsfoot
      compound (as you should with all leather) it will last as long as your Piet.
      You may have the occasional bullet hole to work around though.
      
      Check here for some hides.  You might have to look past some of the "capes" for
      mounting if that's not your thing...
      
      http://www.ebay.com/sch/i.html?_trksid=p2050601.m570.l1313.TR11.TRC2.A0.Xdeer+hide&_nkw=deer+hide&_sacat=0&_from=R40
      
      Don Emch
      NX899DE
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417841#417841
      
      
________________________________________________________________________________
Subject: 
Re: Leather coamings
From: 
"curtdm(at)gmail.com" <curtdm(at)gmail.com>
Date: 
Jan 29, 2014
      
      
      Gary, didn't you cut up a leather coat?  I was thinking of using mink.
      
      --------
      Curt Merdan
      Flower Mound, TX
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417843#417843
      
      
________________________________________________________________________________
Date: 
Jan 29, 2014
Subject: 
Re: Leather coamings
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      just a thot. you might check with a local upholstery shop.
      
       A buddy got surplus leather seat covers that were pulled from an airliner.
      (they completely uncover the crew seats every year to inspect the plane.)
      he mixed and matched them until he had a full interior for his Aeronca
      Champ.
      
      Blue Skies,
      Steve D
      
      
      On Wed, Jan 29, 2014 at 4:50 PM, curtdm(at)gmail.com wrote:
      
      > curtdm(at)gmail.com>
      >
      > Gary, didn't you cut up a leather coat?  I was thinking of using mink.
      >
      > --------
      > Curt Merdan
      > Flower Mound, TX
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=417843#417843
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Leather coamings
From: 
Gary Boothe <gboothe5(at)comcast.net>
Date: 
Jan 29, 2014
      
      
      Yes, mine is from a deerskin coat that my mom made for my dad 60 years ago!
      
      Gary
      
      Sent from my iPhone
      
      > On Jan 29, 2014, at 2:50 PM, "curtdm(at)gmail.com"  wrote:
      > 
      > 
      > Gary, didn't you cut up a leather coat?  I was thinking of using mink.
      > 
      > --------
      > Curt Merdan
      > Flower Mound, TX
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=417843#417843
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Clif Dawson" <cdawson5854(at)shaw.ca>
Subject: 
Re: Leather coamings
Date: 
Jan 29, 2014
      
      I use the tusks. Urban ivory.
      
      Clif
        ----- Original Message ----- 
        From: Steven Dortch 
        To: pietenpol-list(at)matronics.com 
        Sent: Wednesday, January 29, 2014 10:07 AM
        Subject: Re: Pietenpol-List: Leather coamings
      
      
        I am using Nauga leather. Rare animal. 
      
        Blue Skies,
        Steve D
      
      
        On Tue, Jan 28, 2014 at 2:33 PM, bradandlinda tds.net 
       wrote:
      
          Tandy Leather Goods has a "stressed or aged " looking leather that 
      had a great antique look and worked well on my Piet.  Google "Rob Bachs 
      Piet video
      
      
          On Tue, Jan 28, 2014 at 12:58 PM, Ken Bickers 
       wrote:
      
      
      
            It has been too cold and too snowy the past couple days to make 
      meaningful progress on the Piet. So, while staying warm and dry, I'm 
      thinking ahead to a future task.
      
            My question is what weight and type of leather (e.g. cow, elk, 
      etc.) is recommended for the coamings? Also any recommendations about 
      suppliers of said leather?
      
            Thanks, Ken
      
      
            ==========
            st" 
      target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
            ==========
            http://forums.matronics.com
            ==========
            le, List Admin.
            ="_blank">http://www.matronics.com/contribution
            ==========
      
      
      " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      ttp://forums.matronics.com
      _blank">http://www.matronics.com/contribution
      
      
      No virus found in this message.
        Checked by AVG - www.avg.com
      01/29/14
      
________________________________________________________________________________
From: 
"Douwe Blumberg" <douweblumberg(at)earthlink.net>
Subject: 
leather coaming
Date: 
Jan 30, 2014
      
      Hey Ken,
      
      
      I just did a google search for leather suppliers and found a place that had
      a decent selection of "distressed" leather which is the look I wanted.  I
      seem to have deleted them from my address book and it's been a while now so
      I don't remember who it was.
      
      
      Too thin and your grommets can tear as you snug things up, too thick and it
      won't form well to the compound curves.  Thinner equals a smoother job.
      
      
      Let me ck, but I might still have enough from my purchase for you to use.
      
      
      Dan's article on how he did his coaming proved very helpful.
      
      
      Douwe
      
      
________________________________________________________________________________
From: 
TGSTONE236(at)aol.com
Date: 
Jan 30, 2014
Subject: 
Re: CENTER SECTION FUEL TANK
      
      I   USE  A SELECTOR VALVE
      
      
      In a message dated 1/30/2014 2:35:57 P.M. Eastern Standard Time,  
      pauldonahuepilot(at)yahoo.com writes:
      
      -->  Pietenpol-List message posted by: "nightmare"  
      
      
      Very nice ted. Does your wing tank  flow directly into the header tank, or 
      use a selector  valve?
      
      --------
      Paul Donahue
      Started 8-3-12
      do not  archive
      
      
      Read this topic online  here:
      
      http://forums.matronics.com/viewtopic.php?p=417895#417895
      
      
________________________________________________________________________________
Date: 
Jan 30, 2014
From: 
Charles Burkholder <born2fly(at)abcmailbox.net>
Subject: 
A-65
      
      
      Hi guys,
      I have an opportunity to buy a newly overhauled Continental A-65 for a 
      reasonable price. It's been redone by an expert that knows how to 
      rebuild an engine blindfolded and with one hand tied behind his back. 
      Except he's very vocal that I will regret putting such a small engine in 
      and that I should put a O-200 on, at the least. Maybe even a 125 hp.... 
      I'm wondering if anybody can give me performance reports for the A-65, 
      85 and O-200. Takeoff, Feet per minute and cruise etc.....
      I learned how to fly behind a 65 and sure, you do takeoff a few seconds 
      later then normal. But then again nobody builds a Piet to get anywhere 
      fast.....
      CB
      
      
________________________________________________________________________________
Subject: 
Re: A-65
From: 
Gary Boothe <gboothe5(at)comcast.net>
Date: 
Jan 30, 2014
      
      
      Charles,
      
      The airplane was originally designed for, and still flies today, on 50 hp Model
      A's! 
      
      Gary
      
      Sent from my iPhone
      
      > On Jan 30, 2014, at 3:39 PM, Charles Burkholder  wrote:
      > 
      > 
      > Hi guys,
      > I have an opportunity to buy a newly overhauled Continental A-65 for a reasonable
      price. It's been redone by an expert that knows how to rebuild an engine
      blindfolded and with one hand tied behind his back. Except he's very vocal that
      I will regret putting such a small engine in and that I should put a O-200 on,
      at the least. Maybe even a 125 hp.... I'm wondering if anybody can give me
      performance reports for the A-65, 85 and O-200. Takeoff, Feet per minute and cruise
      etc.....
      > I learned how to fly behind a 65 and sure, you do takeoff a few seconds later
      then normal. But then again nobody builds a Piet to get anywhere fast.....
      > CB
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: A-65
From: 
Jack <jack(at)textors.com>
Date: 
Jan 30, 2014
      
      
      Charles it all depends on your gross weight...Built light it will be fine. Heavy
      it will be a dog...
      
      Sent from my iPad
      Jack Textor
      
      On Jan 30, 2014, at 5:39 PM, Charles Burkholder  wrote:
      
      > 
      > Hi guys,
      > I have an opportunity to buy a newly overhauled Continental A-65 for a reasonable
      price. It's been redone by an expert that knows how to rebuild an engine
      blindfolded and with one hand tied behind his back. Except he's very vocal that
      I will regret putting such a small engine in and that I should put a O-200 on,
      at the least. Maybe even a 125 hp.... I'm wondering if anybody can give me
      performance reports for the A-65, 85 and O-200. Takeoff, Feet per minute and cruise
      etc.....
      > I learned how to fly behind a 65 and sure, you do takeoff a few seconds later
      then normal. But then again nobody builds a Piet to get anywhere fast.....
      > CB
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
glenschweizer(at)yahoo.com
Subject: 
Re: A-65
Date: 
Jan 30, 2014
      
      
      Don't try to make this airplane something it isn't. 65 hp really should be more
      than enough considering its lighter than the model t (50hp) that it was designed
      for.  Speed is limited by design maximums and drag  if you need more than
      what the Piet was designed for then maybe build something else?  No disrespect
      intended. fly safe.  glen
      
      Sent from my iPhone
      
      > On Jan 30, 2014, at 3:39 PM, Charles Burkholder  wrote:
      > 
      > 
      > Hi guys,
      > I have an opportunity to buy a newly overhauled Continental A-65 for a reasonable
      price. It's been redone by an expert that knows how to rebuild an engine
      blindfolded and with one hand tied behind his back. Except he's very vocal that
      I will regret putting such a small engine in and that I should put a O-200 on,
      at the least. Maybe even a 125 hp.... I'm wondering if anybody can give me
      performance reports for the A-65, 85 and O-200. Takeoff, Feet per minute and cruise
      etc.....
      > I learned how to fly behind a 65 and sure, you do takeoff a few seconds later
      then normal. But then again nobody builds a Piet to get anywhere fast.....
      > CB
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: A-65
From: 
airlion2(at)gmail.com
Date: 
Jan 30, 2014
      
      
      Hi. I just bought  a low time C85 to replace my corvair. It should perform about
      the same as the corvair and I will let y'all know when I get it up and running.
      Gardiner
      
      Sent from my iPad
      
      > On Jan 30, 2014, at 6:39 PM, Charles Burkholder  wrote:
      > 
      > 
      > Hi guys,
      > I have an opportunity to buy a newly overhauled Continental A-65 for a reasonable
      price. It's been redone by an expert that knows how to rebuild an engine
      blindfolded and with one hand tied behind his back. Except he's very vocal that
      I will regret putting such a small engine in and that I should put a O-200 on,
      at the least. Maybe even a 125 hp.... I'm wondering if anybody can give me
      performance reports for the A-65, 85 and O-200. Takeoff, Feet per minute and cruise
      etc.....
      > I learned how to fly behind a 65 and sure, you do takeoff a few seconds later
      then normal. But then again nobody builds a Piet to get anywhere fast.....
      > CB
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
Brian Kenney <brian.kenney(at)live.ca>
Subject: 
A-65
Date: 
Jan 30, 2014
      
      hope I am doing this right - my first post
      
      I have 26 years flying an A-65 in my Piet. It is nearly the perfect engine 
      for the air camper. I weight over 200 lbs and I have taken three different 
      passengers that weigh about 250 lbs. It fly's that weight no problem but my
       empty weight is around 600Lbs.  Realize that a 65 and a 75 are virtually i
      dentical and you can have anything between 65 and 75 hp with a different pr
      op. The prop is critical. There is no such thing as a cruise prop for this 
      application. If you are not achieving redline in climb you actually have a 
      smaller engine then you think. I run my A-65 as an A-70 horsepower without 
      any modification by letting it rev higher than 2300 rpm. The engine map in 
      the manual will show you how. 
      
      There are good reasons to use a C-85 or 0-200 - the main is the engine weig
      ht - the A-65 is too light for some completed air campers that are built ta
      il heavy. It makes a poor airplane if you end up with nose that is too long
       or a wing that is too far aft or both. The option is then there of adding 
       accessories like a starter=2C battery and/or a generator to solve a cg pro
      blem. 
      
      weight is critical with horsepower and the power helps compensate for a hea
      ver and over equipped airplane. 
      
      where you live is also important. the higher the airport the more you will 
      want power. The hotter it is the same applies.
      
      remember is you don't want to prop then don't use a A-65. 
      
      the cylinders on a c-85 or 0-200 are more durable and are easier to get. 
      
      I love mine - I am good with it. I am working on making a A-65 into a 85 ho
      rsepower with adding c-85 cylinders - this can be done but you have to inve
      stigate this and draw your own conclusions.
      
      brian kenney
      
      
      > Date: Thu=2C 30 Jan 2014 18:39:59 -0500
      > From: born2fly(at)abcmailbox.net
      > To: pietenpol-list(at)matronics.com
      > Subject: Pietenpol-List: A-65
      > 
      lbox.net>
      > 
      > Hi guys=2C
      > I have an opportunity to buy a newly overhauled Continental A-65 for a 
      > reasonable price. It's been redone by an expert that knows how to 
      > rebuild an engine blindfolded and with one hand tied behind his back. 
      > Except he's very vocal that I will regret putting such a small engine in
      
      > and that I should put a O-200 on=2C at the least. Maybe even a 125 hp....
      
      > I'm wondering if anybody can give me performance reports for the A-65=2C
      
      > 85 and O-200. Takeoff=2C Feet per minute and cruise etc.....
      > I learned how to fly behind a 65 and sure=2C you do takeoff a few seconds
      
      > later then normal. But then again nobody builds a Piet to get anywhere 
      > fast.....
      > CB
      > 
      ===========
      ===========
      ===========
      ===========
      > 
      > 
      > 
       		 	   		  
      
________________________________________________________________________________
From: 
"Greg Cardinal" <gcardinal(at)comcast.net>
Subject: 
Re: A-65
Date: 
Jan 30, 2014
      
      
      Charles,
      
      I have about 350 hours on NX18235 with the A-65 and I am very happy with it.
      The airplane was built light, empty weight is 620 lbs. It has a course pitch 
      cruise prop.
      It has flown at weights up to approx. 1200# with no problems.
      
      On a cool day and light weight it will climb 600 - 700 fpm and cruise at 
      80 - 85 mph.
      On a hot day with a couple of 200# people and full fuel the climb rate is 
      200 - 250 fpm and cruise at 65 - 70 mph.
      This is out of an airport with a field elevation of 920'.
      
      The airplane is sensitive to density altitude. In the upper midwest where 
      field elevations seldom are higher than 1200' and giving rides mostly to 
      kids, the A-65 is a perfect match for a lightly built Air Camper.
      
      Greg Cardinal
      Minneapolis
      
      
      ----- Original Message ----- 
      From: "Charles Burkholder" <born2fly(at)abcmailbox.net>
      Sent: Thursday, January 30, 2014 5:39 PM
      Subject: Pietenpol-List: A-65
      
      
      > 
      >
      > Hi guys,
      > I have an opportunity to buy a newly overhauled Continental A-65 for a 
      > reasonable price. It's been redone by an expert that knows how to rebuild 
      > an engine blindfolded and with one hand tied behind his back. Except he's 
      > very vocal that I will regret putting such a small engine in and that I 
      > should put a O-200 on, at the least. Maybe even a 125 hp.... I'm wondering 
      > if anybody can give me performance reports for the A-65, 85 and O-200. 
      > Takeoff, Feet per minute and cruise etc.....
      > I learned how to fly behind a 65 and sure, you do takeoff a few seconds 
      > later then normal. But then again nobody builds a Piet to get anywhere 
      > fast.....
      > CB
      >
      >
      > 
      
      
________________________________________________________________________________
Date: 
Jan 30, 2014
Subject: 
Re: A-65
From: 
"Andre B. Charvet" <bencharvet(at)gmail.com>
      
      
      My plane weighs 695 lbs empty, and I weigh around 175. With 12 gallons of fuel
      I usually climb out around 500 ft/min solo, and probably a little more than half
      that at gross of 1200 lbs.  What I love about the A65 is the simplicity of
      no electrical system (no transponder required yet)  mine starts on the first blade
      90% of the time.  As someone else said, if you build light the A65 is a great
      choice
      
      Ben Charvet
      NX866BC
      A65 with Sensenich 72x40 prop
      
      Charles Burkholder  wrote:
      
      >
      >Hi guys,
      >I have an opportunity to buy a newly overhauled Continental A-65 for a 
      >reasonable price. It's been redone by an expert that knows how to 
      >rebuild an engine blindfolded and with one hand tied behind his back. 
      >Except he's very vocal that I will regret putting such a small engine in 
      >and that I should put a O-200 on, at the least. Maybe even a 125 hp.... 
      >I'm wondering if anybody can give me performance reports for the A-65, 
      >85 and O-200. Takeoff, Feet per minute and cruise etc.....
      >I learned how to fly behind a 65 and sure, you do takeoff a few seconds 
      >later then normal. But then again nobody builds a Piet to get anywhere 
      >fast.....
      >CB
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: A-65
From: 
Jack <jack(at)textors.com>
Date: 
Jan 30, 2014
      
      What Brian said. Well said, where you from Brian?
      
      Sent from my iPad
      Jack Textor
      
      On Jan 30, 2014, at 7:10 PM, Brian Kenney  wrote:
      
      > hope I am doing this right - my first post
      >  
      > I have 26 years flying an A-65 in my Piet. It is nearly the perfect engine
       for the air camper. I weight over 200 lbs and I have taken three different p
      assengers that weigh about 250 lbs. It fly's that weight no problem but my e
      mpty weight is around 600Lbs.  Realize that a 65 and a 75 are virtually iden
      tical and you can have anything between 65 and 75 hp with a different prop. T
      he prop is critical. There is no such thing as a cruise prop for this applic
      ation. If you are not achieving redline in climb you actually have a smaller
       engine then you think. I run my A-65 as an A-70 horsepower without any modi
      fication by letting it rev higher than 2300 rpm. The engine map in the manua
      l will show you how. 
      >  
      > There are good reasons to use a C-85 or 0-200 - the main is the engine wei
      ght - the A-65 is too light for some completed air campers that are built ta
      il heavy. It makes a poor airplane if you end up with nose that is too long o
      r a wing that is too far aft or both. The option is then there of adding  ac
      cessories like a starter, battery and/or a generator to solve a cg problem. 
      
      >  
      > weight is critical with horsepower and the power helps compensate for a he
      aver and over equipped airplane. 
      >  
      > where you live is also important. the higher the airport the more you will
       want power. The hotter it is the same applies.
      >  
      > remember is you don't want to prop then don't use a A-65. 
      >  
      > the cylinders on a c-85 or 0-200 are more durable and are easier to get. 
      
      >  
      > I love mine - I am good with it. I am working on making a A-65 into a 85 h
      orsepower with adding c-85 cylinders - this can be done but you have to inve
      stigate this and draw your own conclusions.
      >  
      > brian kenney
      >  
      >  
      >  
      > 
      >  
      > > Date: Thu, 30 Jan 2014 18:39:59 -0500
      > > From: born2fly(at)abcmailbox.net
      > > To: pietenpol-list(at)matronics.com
      > > Subject: Pietenpol-List: A-65
      > > 
      ilbox.net>
      > > 
      > > Hi guys,
      > > I have an opportunity to buy a newly overhauled Continental A-65 for a 
      
      > > reasonable price. It's been redone by an expert that knows how to 
      > > rebuild an engine blindfolded and with one hand tied behind his back. 
      
      > > Except he's very vocal that I will regret putting such a small engine in
      
      > > and that I should put a O-200 on, at the least. Maybe even a 125 hp.... 
      
      > > I'm wondering if anybody can give me performance reports for the A-65, 
      
      > > 85 and O-200. Takeoff, Feet per minute and cruise etc.....
      > > I learned how to fly behind a 65 and sure, you do takeoff a few seconds 
      
      > > later then normal. But then again nobody builds a Piet to get anywhere =
       Archive Search & Download, 7-Day Browse, Chat, FAQ,
      > &g= --> http://www.matronics.com/Navigator?Pietenpol-List
      > > ========================
      
      > > 
      > > 
      > > 
      > 
      > 
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      > 
      
________________________________________________________________________________
From: 
Brian Kenney <brian.kenney(at)live.ca>
Subject: 
A-65
Date: 
Jan 30, 2014
      
      Ontario Canada - C-FAUK
      
      Subject: Re: Pietenpol-List: A-65
      From: jack(at)textors.com
      Date: Thu=2C 30 Jan 2014 19:28:48 -0600
      
      What Brian said. Well said=2C where you from Brian?
      
      Sent from my iPadJack Textor
      On Jan 30=2C 2014=2C at 7:10 PM=2C Brian Kenney  wrot
      e:
      
      =0A
      =0A
      =0A
      hope I am doing this right - my first post
      
      I have 26 years flying an A-65 in my Piet. It is nearly the perfect engine 
      for the air camper. I weight over 200 lbs and I have taken three different 
      passengers that weigh about 250 lbs. It fly's that weight no problem but my
       empty weight is around 600Lbs.  Realize that a 65 and a 75 are virtually i
      dentical and you can have anything between 65 and 75 hp with a different pr
      op. The prop is critical. There is no such thing as a cruise prop for this 
      application. If you are not achieving redline in climb you actually have a 
      smaller engine then you think. I run my A-65 as an A-70 horsepower without 
      any modification by letting it rev higher than 2300 rpm. The engine map in 
      the manual will show you how. 
      
      There are good reasons to use a C-85 or 0-200 - the main is the engine weig
      ht - the A-65 is too light for some completed air campers that are built ta
      il heavy. It makes a poor airplane if you end up with nose that is too long
       or a wing that is too far aft or both. The option is then there of adding 
       accessories like a starter=2C battery and/or a generator to solve a cg pro
      blem. 
      
      weight is critical with horsepower and the power helps compensate for a hea
      ver and over equipped airplane. 
      
      where you live is also important. the higher the airport the more you will 
      want power. The hotter it is the same applies.
      
      remember is you don't want to prop then don't use a A-65. 
      
      the cylinders on a c-85 or 0-200 are more durable and are easier to get. 
      
      I love mine - I am good with it. I am working on making a A-65 into a 85 ho
      rsepower with adding c-85 cylinders - this can be done but you have to inve
      stigate this and draw your own conclusions.
      
      brian kenney
      
      
      > Date: Thu=2C 30 Jan 2014 18:39:59 -0500
      > From: born2fly(at)abcmailbox.net
      > To: pietenpol-list(at)matronics.com
      > Subject: Pietenpol-List: A-65
      > 
      lbox.net>
      > 
      > Hi guys=2C
      > I have an opportunity to buy a newly overhauled Continental A-65 for a 
      > reasonable price. It's been redone by an expert that knows how to 
      > rebuild an engine blindfolded and with one hand tied behind his back. 
      > Except he's very vocal that I will regret putting such a small engine in
      
      > and that I should put a O-200 on=2C at the least. Maybe even a 125 hp....
      
      > I'm wondering if anybody can give me performance reports for the A-65=2C
      
      > 85 and O-200. Takeoff=2C Feet per minute and cruise etc.....
      > I learned how to fly behind a 65 and sure=2C you do takeoff a few seconds
      
      > later then normal. But then again nobody builds a Piet to get anywhere 
      = Archive Search & Download=2C 7-Day Browse=2C Chat=2C FAQ=2C
      &g=   --> http://www.matronics.com/Navigator?Pietenpol-List
      > =======================
      > 
      > 
      > 
       		 	   		  =0A
      =0A
      =0A
      =0A
      ===========0A
      >http://www.matronics.com/Navigator?Pietenpol-List=0A
      ===========0A
      cs.com=0A
      ===========0A
      matronics.com/contribution=0A
      ===========0A
      =0A
      =0A
      =0A
      =0A
      ============0A
      ============0A
      ============0A
      ============0A
      =0A
       		 	   		  
      
________________________________________________________________________________
Date: 
Jan 30, 2014
From: 
Charles Burkholder <born2fly(at)abcmailbox.net>
Subject: 
Re: A-65
      
      Hello Brian nice to have you on this forum. I want to come down and go 
      over your plane sometime and take TONS of pictures of a bunch of 
      different spots. I remember the ride in your Piet and it didn't seem bad 
      at all with the 65hp.
      Regards,
      Charles Burkholder
      
      On 1/30/2014 8:38 PM, Brian Kenney wrote:
      > Ontario Canada - C-FAUK
      >
      > ------------------------------------------------------------------------
      > Subject: Re: Pietenpol-List: A-65
      > From: jack(at)textors.com
      > Date: Thu, 30 Jan 2014 19:28:48 -0600
      > To: pietenpol-list(at)matronics.com
      >
      > What Brian said. Well said, where you from Brian?
      >
      > Sent from my iPad
      > Jack Textor
      >
      > On Jan 30, 2014, at 7:10 PM, Brian Kenney  > wrote:
      >
      >     hope I am doing this right - my first post
      >
      >     I have 26 years flying an A-65 in my Piet. It is nearly the
      >     perfect engine for the air camper. I weight over 200 lbs and I
      >     have taken three different passengers that weigh about 250 lbs. It
      >     fly's that weight no problem but my empty weight is around
      >     600Lbs.  Realize that a 65 and a 75 are virtually identical and
      >     you can have anything between 65 and 75 hp with a different prop.
      >     The prop is critical. There is no such thing as a cruise prop for
      >     this application. If you are not achieving redline in climb you
      >     actually have a smaller engine then you think. I run my A-65 as an
      >     A-70 horsepower without any modification by letting it rev higher
      >     than 2300 rpm. The engine map in the manual will show you how.
      >
      >     There are good reasons to use a C-85 or 0-200 - the main is the
      >     engine weight - the A-65 is too light for some completed air
      >     campers that are built tail heavy. It makes a poor airplane if you
      >     end up with nose that is too long or a wing that is too far aft or
      >     both. The option is then there of adding  accessories like a
      >     starter, battery and/or a generator to solve a cg problem.
      >
      >     weight is critical with horsepower and the power helps compensate
      >     for a heaver and over equipped airplane.
      >
      >     where you live is also important. the higher the airport the more
      >     you will want power. The hotter it is the same applies.
      >
      >     remember is you don't want to prop then don't use a A-65.
      >
      >     the cylinders on a c-85 or 0-200 are more durable and are easier
      >     to get.
      >
      >     I love mine - I am good with it. I am working on making a A-65
      >     into a 85 horsepower with adding c-85 cylinders - this can be done
      >     but you have to investigate this and draw your own conclusions.
      >
      >     brian kenney
      >
      >
      >     > Date: Thu, 30 Jan 2014 18:39:59 -0500
      >     > From: born2fly(at)abcmailbox.net <mailto:born2fly(at)abcmailbox.net>
      >     > To: pietenpol-list(at)matronics.com
      >     
      >     > Subject: Pietenpol-List: A-65
      >     >
      >     >
      >     >
      >     > Hi guys,
      >     > I have an opportunity to buy a newly overhauled Continental A-65
      >     for a
      >     > reasonable price. It's been redone by an expert that knows how to
      >     > rebuild an engine blindfolded and with one hand tied behind his
      >     back.
      >     > Except he's very vocal that I will regret putting such a small
      >     engine in
      >     > and that I should put a O-200 on, at the least. Maybe even a 125
      >     hp....
      >     > I'm wondering if anybody can give me performance reports for the
      >     A-65,
      >     > 85 and O-200. Takeoff, Feet per minute and cruise etc.....
      >     > I learned how to fly behind a 65 and sure, you do takeoff a few
      >     seconds
      >     > later then normal. But then again nobody builds a Piet to get
      >     anywhere = Archive Search & Download, 7-Day Browse, Chat, FAQ,
      >     &g= --> http://www.matronics.com/Navigator?Pietenpol-List
      >     > =======================
      >     >
      >     >
      >     >
      >
      >     *
      >
      >     =========
      >     >http://www.matronics.com/Navigator?Pietenpol-List
      >     =========
      >     cs.com
      >     =========
      >     matronics.com/contribution
      >     =========
      >
      >     *
      >
      > *
      >
      > ==========
      > st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      > ==========
      > http://forums.matronics.com
      > ==========
      > ="_blank">http://www.matronics.com/contribution
      > ==========
      >
      > *
      > *
      >
      >
      > *
      
      
________________________________________________________________________________
From: 
Brian Kenney <brian.kenney(at)live.ca>
Subject: 
A-65
Date: 
Jan 30, 2014
      
      sure - I am away until early march - any time after I get back
      
      65 are cheaper than almost anything especially if you don't just give it to
       a professional to spend your money
      
      Date: Thu=2C 30 Jan 2014 21:29:31 -0500
      From: born2fly(at)abcmailbox.net
      Subject: Re: Pietenpol-List: A-65
      
      =0A
        =0A
          =0A
        =0A
        =0A
          Hello Brian nice to have you on this forum. I want to come down and=0A
          go over your plane sometime and take TONS of pictures of a bunch of=0A
          different spots. I remember the ride in your Piet and it didn't seem=0A
          bad at all with the 65hp.
      =0A
          Regards=2C
      =0A
          Charles Burkholder
      =0A
          
      =0A
          On 1/30/2014 8:38 PM=2C Brian Kenney=0A
            wrote:
      =0A
          =0A
          =0A
            =0A
            Ontario Canada - C-FAUK
      =0A
               
      =0A
              =0A
                Subject: Re: Pietenpol-List: A-65
      =0A
                From: jack(at)textors.com
      =0A
                Date: Thu=2C 30 Jan 2014 19:28:48 -0600
      =0A
                To: pietenpol-list(at)matronics.com
      =0A
                
      =0A
                What Brian said. Well said=2C where you from Brian?
      =0A
                  
      =0A
                  Sent from my iPad=0A
                  Jack Textor=0A
                =0A
                
      =0A
                  On Jan 30=2C 2014=2C at 7:10 PM=2C Brian Kenney <brian.kenney@l
      ive.ca>=0A
                  wrote:
      =0A
                  
      =0A
                =0A
                =0A
                =0A
                  =0A
                    =0A
                    hope I am doing this right - my first post
      =0A
                       
      =0A
                      I have 26 years flying an A-65 in my Piet. It is nearly=0A
                      the perfect engine for the air camper. I weight over 200=0A
                      lbs and I have taken three different passengers that=0A
                      weigh about 250 lbs. It fly's that weight no problem but=0A
                      my empty weight is around 600Lbs.  Realize that a 65 and=0A
                      a 75 are virtually identical and you can have anything=0A
                      between 65 and 75 hp with a different prop. The prop is=0A
                      critical. There is no such thing as a cruise prop for=0A
                      this application. If you are not achieving redline in=0A
                      climb you actually have a smaller engine then you think.=0A
                      I run my A-65 as an A-70 horsepower without any=0A
                      modification by letting it rev higher than 2300 rpm. The=0A
                      engine map in the manual will show you how. 
      =0A
                       
      =0A
                      There are good reasons to use a C-85 or 0-200 - the main=0A
                      is the engine weight - the A-65 is too light for some=0A
                      completed air campers that are built tail heavy. It=0A
                      makes a poor airplane if you end up with nose that is=0A
                      too long or a wing that is too far aft or both. The=0A
                      option is then there of adding  accessories like a=0A
                      starter=2C battery and/or a generator to solve a cg=0A
                      problem. 
      =0A
                       
      =0A
                      weight is critical with horsepower and the power helps=0A
                      compensate for a heaver and over equipped airplane. 
      =0A
                       
      =0A
                      where you live is also important. the higher the airport=0A
                      the more you will want power. The hotter it is the same=0A
                      applies.
      =0A
                       
      =0A
                      remember is you don't want to prop then don't use a=0A
                      A-65. 
      =0A
                       
      =0A
                      the cylinders on a c-85 or 0-200 are more durable and=0A
                      are easier to get. 
      =0A
                       
      =0A
                      I love mine - I am good with it. I am working on making=0A
                      a A-65 into a 85 horsepower with adding c-85 cylinders -=0A
                      this can be done but you have to investigate this and=0A
                      draw your own conclusions.
      =0A
                       
      =0A
                      brian kenney
      =0A
                       
      =0A
                       
      =0A
                       
      =0A
                      
      =0A
                       
      =0A
                      > Date: Thu=2C 30 Jan 2014 18:39:59 -0500
      =0A
                        > From: born2fly(at)abcmailbox.net
      =0A
                        > To: pietenpol-list(at)matronics.com
      =0A
                        > Subject: Pietenpol-List: A-65
      =0A
                        > 
      =0A
                        Burkholder 
      =0A
                        > 
      =0A
                        > Hi guys=2C
      =0A
                        > I have an opportunity to buy a newly overhauled=0A
                        Continental A-65 for a 
      =0A
                        > reasonable price. It's been redone by an expert=0A
                        that knows how to 
      =0A
                        > rebuild an engine blindfolded and with one hand=0A
                        tied behind his back. 
      =0A
                        > Except he's very vocal that I will regret putting=0A
                        such a small engine in 
      =0A
                        > and that I should put a O-200 on=2C at the least.=0A
                        Maybe even a 125 hp.... 
      =0A
                        > I'm wondering if anybody can give me performance=0A
                        reports for the A-65=2C 
      =0A
                        > 85 and O-200. Takeoff=2C Feet per minute and cruise=0A
                        etc.....
      =0A
                        > I learned how to fly behind a 65 and sure=2C you do=0A
                        takeoff a few seconds 
      =0A
                        > later then normal. But then again nobody builds a=0A
                        Piet to get anywhere = Archive Search & Download=2C=0A
                        7-Day Browse=2C Chat=2C FAQ=2C
      =0A
                        &g= --> http://www.matronics.com/Navigator?Pietenpol-Li
      st
      =0A
                        > ==================
      =====
      =0A
                        > 
      =0A
                        > 
      =0A
                        > 
      =0A
                      =0A
                    =0A
                    =0A
      =0A
      ===========0A
      >http://www.matronics.com/Navigator?Pietenpol-List=0A
      ===========0A
      cs.com=0A
      ===========0A
      matronics.com/contribution=0A
      ===========0A
      =0A
      =0A
                  =0A
                =0A
                =0A
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________________________________________________________________________________
Subject: 
First batch of painted parts.....
From: 
"aerocarjake" <flight.jake(at)gmail.com>
Date: 
Jan 31, 2014
      
      
      Hello good Piet-ple,
      
      My first batch of parts has been completed by "Applied Finishing." I now have a
      number of COMPLETED parts. It nice to have some parts that are DONE - what a
      concept...!  (Another nice aspect of their work is that they placed plugs in all
      the close-tolerance holes so the parts fit well after painting.)
      
      By having these parts professionally painted I save the $ and trouble of a paint
      booth, air compressor, Binks gun, air lines, water traps, storing paint, cleaning
      basins, etc.... 
      
      Since I am building my Piet in a condo garage (actually two garages) I also avoid
      concerns from my neighbors who I'm sure would not like the smell...!!!!  
      
      Hope all is well with all of you..............!!
      
      --------
      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=417955#417955
      
      
      Attachments: 
      
      http://forums.matronics.com//files/first_batch_of_painted_parts_179.jpg
      http://forums.matronics.com//files/control_assembly_198.jpg
      
      
________________________________________________________________________________
From: 
"Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Subject: 
First batch of painted parts.....
Date: 
Jan 31, 2014
      
      Just beautiful work Jake!    Just think, those parts will sustain your life
       while at 3,000 in rough turbulence someday too!
      
      
      Nice work--good to see your progress!
      
      
      Mike C.
      
      Ohio
      
      
      [cid:image001.png(at)01CF1EAC.1BD5FA50]
      
________________________________________________________________________________
Subject: 
Re: First batch of painted parts.....
From: 
"aerocarjake" <flight.jake(at)gmail.com>
Date: 
Jan 31, 2014
      
      
      ...in formation with your bird. Thx.......!
      
      --------
      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=417960#417960
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
First batch of painted parts.....
Date: 
Jan 31, 2014
      
      Those curved sticks, Mikee! They'll make all the difference in the world!
      Good stuff, Jake!
      
      
      Gary Boothe
      
      NX308MB
      
      
      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: Friday, January 31, 2014 2:45 PM
      Subject: RE: Pietenpol-List: First batch of painted parts.....
      
      
      Just beautiful work Jake!    Just think, those parts will sustain your life
      while at 3,000 in rough turbulence someday too!
      
      
      Nice work--good to see your progress!
      
      
      Mike C.
      
      Ohio
      
      
________________________________________________________________________________
From: 
Ray Krause <raykrause(at)frontiernet.net>
Subject: 
Wheel alignment....
Date: 
Feb 01, 2014
      
      
      Dear members,
      
      I have built one tail dragger, a Waiex, and have heard various opinions on wheel
      alignment for tail drawers. Some say that for a tail dragger, the wheels should
      be straight, no tow (toe?)-in and no tow- out. This is what I believe at this
      time. What is the opinion, experiences of the Pietenpol group?
      
      Sent from my iPad
      
      
________________________________________________________________________________
From: 
Ray Krause <raykrause(at)frontiernet.net>
Subject: 
Re: Sky Scout pics
Date: 
Feb 01, 2014
      
      
      Mike,
      
      It is going pretty slowly right now. The engine is on and I have mounted the carb,
      air box, and exhaust manifold so that I can make a cowling. All the metal
      work forward of the cockpit is "done". The throttle is done and almost hooked
      up, as are the fuel shut-off and carb heat controls. All control cables are done,
      except the ailerons. Those have to wait for the rigging. I tried to send dome
      photos, but will have to work on them to make the smaller.
      
      Thanks for your interest!
      
      Sent from my iPad
      
      > On Jan 19, 2014, at 7:22 PM, Michael Groah  wrote:
      > 
      > 
      > I want to see your progress Ray!!!
      > 
      > Mike Groah
      > NX414MV
      > 
      > 
      > 
      > Sent from my iPad
      > 
      >> On Jan 19, 2014, at 1:27 PM, "Gary Boothe"  wrote:
      >> 
      >> 
      >> Try re-sizing them...you are a master craftsman and I'm sure there are a
      >> bunch of us who like to see your work!
      >> 
      >> Gary Boothe
      >> NX308MB
      >> 
      >> 
      >> -----Original Message-----
      >> From: owner-pietenpol-list-server(at)matronics.com
      >> [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Ray Krause
      >> Sent: Sunday, January 19, 2014 12:49 PM
      >> To: pietenpol-list(at)matronics.com
      >> Subject: Re: Pietenpol-List: It could be worse...
      >> 
      >> --> 
      >> 
      >> Gary,
      >> 
      >> I tried to send you some photos of my SkyScout, guess they were too large to
      >> go out. I deleted the photos and just sent text, just now. I thought you had
      >> flown and taken the photos later in the evening. Wish I could have flown
      >> along side of you!
      >> 
      >> Ray
      >> 
      >> Sent from my iPad
      >> 
      >>> On Jan 18, 2014, at 9:17 PM, "Gary Boothe"  wrote:
      >>> 
      >>> --> 
      >>> 
      >>> Ray,
      >>> 
      >>> Not sure what you meant to post here....but it sure was great seeing 
      >>> you and that beautiful Waiex! I was halfway down the taxiway behind 
      >>> you as you left...tried to get your attention...
      >>> 
      >>> Gary Boothe
      >>> NX308MB
      >>> 
      >>> 
      >>> -----Original Message-----
      >>> From: owner-pietenpol-list-server(at)matronics.com
      >>> [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Ray 
      >>> Krause
      >>> Sent: Saturday, January 18, 2014 7:58 PM
      >>> To: pietenpol-list(at)matronics.com
      >>> Subject: Re: Pietenpol-List: It could be worse...
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Wheel alignment....
From: 
"tools" <n0kkj(at)yahoo.com>
Date: 
Feb 01, 2014
      
      
      I went to look at a Piet for sale in Ohio a year or two ago.  It was reported as
      being squirrley on the ground, due to wheel misalignment problems (metal gear).
      The previous owner had a mech tear it apart and try to get it better, which
      he did, but not enough and it was still squirrley.
      
      He test flew the thing for me, and indeed groundlooped right then and there.  You
      could see the toe out in them.
      
      I'm thinking toe out is BAD.  
      
      This jives with what all the mechs at EAA's weeks hangar report.  They've had to
      revamp the gear in a number of vintage planes, and say that they try to get
      them straight, to a little bit of toe in.  
      
      I've seen them make some pretty neat fixtures to ensure alignment.  
      
      So, given this, the geometry of the attach fittings affect the toe at various amounts
      of strut extension or compression.  So all the work in the world won't
      matter unless that part is right, as it changes dynamically.  The Travel Air had
      that problem, the Swallow still does...
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417981#417981
      
      
________________________________________________________________________________
Subject: 
Re: First batch of painted parts.....
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Feb 01, 2014
      
      
      Gary; Jake will rue the day he ever put that bend in his control sticks when he's
      pulling up to do a tight Immelman to get the Hun off his tail and he finds
      that the stick is into his belly and he can't... get... that... last... inch of
      elevator ;o)
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417984#417984
      
      
________________________________________________________________________________
Subject: 
Re: A-65
From: 
"TriScout" <apfelcyber(at)yahoo.com>
Date: 
Feb 01, 2014
      
      
      I don't remember where I read it (bingelis books?), but I heard the formula to
      find the best horsepower is to take the cube of your weight times your pecker
      plus eight. This is the minimum hp for your weight. Then add 25% for optimum hp.
      Don't quote me on that though.
      
      --------
      KLNC
      A65-8
      N2308C
      AN Hardware
      Airframe 724TT
      W72CK-42 Sensenich
      Standard Factory GN-1
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=417986#417986
      
      
________________________________________________________________________________
Date: 
Feb 01, 2014
From: 
jim hyde <jnl96(at)yahoo.com>
Subject: 
Re: A-65
      
      u answered your own question..the plane was made for a 40hp engine.. the a6
      5 is plenty of motor. 25 more hp than the 40..- why would anyone need mor
      e.. =0A=0A=0A=0AOn Thursday, January 30, 2014 7:16 PM, Brian Kenney  wrote:=0A  =0A =0Ahope I am doing this right - my first pos
      t=0A-=0AI have 26 years flying an A-65 in my Piet. It is nearly the perfe
      ct engine for the air camper. I weight over 200 lbs and I have taken three 
      different passengers that weigh about 250 lbs. It fly's that weight no prob
      lem but my empty weight is around 600Lbs.- Realize that a 65 and a 75 are
       virtually identical and you can have anything between 65 and 75 hp with a 
      different prop. The prop is critical. There is no such thing as a cruise pr
      op for this application. If you are not achieving redline in climb you actu
      ally have a smaller engine then you think. I run my A-65 as an A-70 horsepo
      wer without any modification by letting it rev higher than 2300 rpm. The en
      gine map in the manual will show you how. =0A-=0AThere are good reasons t
      o use a C-85 or 0-200 - the main is the engine weight - the A-65 is too lig
      ht for some completed air campers that are built tail heavy. It makes a poo
      r airplane if you end up with nose that is too long or a wing that is too f
      ar aft or both. The option is then there of adding- accessories like a st
      arter, battery and/or a-generator to solve a cg problem. =0A-=0Aweight 
      is critical with horsepower and the power helps compensate for a heaver and
       over equipped airplane. =0A-=0Awhere you live is also important. the hig
      her the airport the more you will want power. The hotter it is the same app
      lies.=0A-=0Aremember is you don't want to prop then don't use a A-65. =0A
      -=0Athe cylinders on a c-85 or 0-200 are more durable and are easier to g
      et. =0A-=0AI love mine - I am good with it. I am working on making a A-65
       into a 85 horsepower with adding c-85 cylinders - this can be done but you
       have to investigate this and draw your own conclusions.=0A-=0Abrian kenn
      ey=0A-=0A-=0A-=0A=0A-=0A=0A> Date: Thu, 30 Jan 2014 18:39:59 -0500
      =0A> From: born2fly(at)abcmailbox.net=0A> To: pietenpol-list(at)matronics.com=0A>
       Subject: Pietenpol-List: A-65=0A> =0A> --> Pietenpol-List message posted b
      y: Charles Burkholder =0A> =0A> Hi guys,=0A> I hav
      e an opportunity to buy a newly overhauled Continental A-65 for a =0A> reas
      onable price. It's been redone by an expert that knows how to =0A> rebuild 
      an engine blindfolded and with one hand tied behind his back. =0A> Except h
      e's very vocal that I will regret putting such a small engine in =0A> and t
      hat I should put a O-200 on, at the least. Maybe even a 125 hp.... =0A> I'm
       wondering if anybody can give me performance reports for the A-65, =0A> 85
       and O-200. Takeoff, Feet per minute and cruise etc.....=0A> I learned how 
      to fly behind a 65 and sure, you do takeoff a few seconds =0A> later then n
      ormal. But then again nobody builds a Piet to get anywhere = Archive Sear
      ch & Download, 7-Day Browse, Chat, FAQ,=0A&g=   --> http://www.matronics.
      com/Navigator?Pietenpol-List=0A> ==============
      ========= 
      
________________________________________________________________________________
From: 
Mario Giacummo <mario.giacummo(at)gmail.com>
Date: 
Feb 02, 2014
Subject: 
Re: A-65
      
      Keep the A-65.. with little rework you can convert it to A-75 (10 more) if
      you are uncomfortable with 65, and then if 75 is not enough, you can
      convert it to 85 also (it's a big rework than the first one)
      
      Just to add something to the A-65
      
      regards.
      
      
      Mario Giacummo
      
      
      2014-02-02 jim hyde :
      
      > u answered your own question..the plane was made for a 40hp engine.. the
      > a65 is plenty of motor. 25 more hp than the 40..  why would anyone need
      > more..
      >
      >
      >    On Thursday, January 30, 2014 7:16 PM, Brian Kenney <
      > brian.kenney(at)live.ca> wrote:
      >   hope I am doing this right - my first post
      >
      > I have 26 years flying an A-65 in my Piet. It is nearly the perfect engine
      > for the air camper. I weight over 200 lbs and I have taken three different
      > passengers that weigh about 250 lbs. It fly's that weight no problem but my
      > empty weight is around 600Lbs.  Realize that a 65 and a 75 are virtually
      > identical and you can have anything between 65 and 75 hp with a different
      > prop. The prop is critical. There is no such thing as a cruise prop for
      > this application. If you are not achieving redline in climb you actually
      > have a smaller engine then you think. I run my A-65 as an A-70 horsepower
      > without any modification by letting it rev higher than 2300 rpm. The engine
      > map in the manual will show you how.
      >
      > There are good reasons to use a C-85 or 0-200 - the main is the engine
      > weight - the A-65 is too light for some completed air campers that are
      > built tail heavy. It makes a poor airplane if you end up with nose that is
      > too long or a wing that is too far aft or both. The option is then there of
      > adding  accessories like a starter, battery and/or a generator to solve a
      > cg problem.
      >
      > weight is critical with horsepower and the power helps compensate for a
      > heaver and over equipped airplane.
      >
      > where you live is also important. the higher the airport the more you will
      > want power. The hotter it is the same applies.
      >
      > remember is you don't want to prop then don't use a A-65.
      >
      > the cylinders on a c-85 or 0-200 are more durable and are easier to get.
      >
      > I love mine - I am good with it. I am working on making a A-65 into a 85
      > horsepower with adding c-85 cylinders - this can be done but you have to
      > investigate this and draw your own conclusions.
      >
      > brian kenney
      >
      >
      > > Date: Thu, 30 Jan 2014 18:39:59 -0500
      > > From: born2fly(at)abcmailbox.net
      > > To: pietenpol-list(at)matronics.com
      > > Subject: Pietenpol-List: A-65
      > >
      > born2fly(at)abcmailbox.net>
      > >
      > > Hi guys,
      > > I have an opportunity to buy a newly overhauled Continental A-65 for a
      > > reasonable price. It's been redone by an expert that knows how to
      > > rebuild an engine blindfolded and with one hand tied behind his back.
      > > Except he's very vocal that I will regret putting such a small engine in
      > > and that I should put a O-200 on, at the least. Maybe even a 125 hp....
      > > I'm wondering if anybody can give me performance reports for the A-65,

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January 21, 2014 - February 02, 2014

Pietenpol-Archive.digest.vol-ne

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