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      H+o9U/T/ACf1D9X5f8X+PX//2Q=
      
________________________________________________________________________________
Subject: 
Re: Corvair Engine Mounts
From: 
"aviken" <aviken(at)windstream.net>
Date: 
May 28, 2014
      
      
      Hi I am interested in set of mount fittings.... You can e-mail me at/
                       aviken(at)windstream.net
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423935#423935
      
      
________________________________________________________________________________
From: 
"Dick N" <horzpool(at)goldengate.net>
Subject: 
Re: wooden floats at SNF
Date: 
May 28, 2014
      
      
      Hi Oscar
      At SNF we got one set basically framed in, we didnt have time to do the 
      second set.  I have the first set at home and I havent had time to do 
      anything more since I got them here.  I first have to determine the CG to 
      attach the support brackets.  When that is done I can cover the floats.
      Dick N.
      ----- Original Message ----- 
      From: "taildrags" <taildrags(at)hotmail.com>
      Sent: Tuesday, May 27, 2014 11:25 PM
      Subject: Pietenpol-List: wooden floats at SNF
      
      
      >
      > Did anyone happen to visit the wooden float tent/forum/workshop at SNF 
      > where Dick Navratil and Dave Aldrich were building the floats?  I never 
      > heard a report about how far they got, and didn't see any pictures either.
      >
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=423896#423896
      >
      >
      > 
      
      
________________________________________________________________________________
Subject: 
Re: wooden floats at SNF
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
May 28, 2014
      
      
      Dick;
      
      There should have been some seaplane people at SnF since they have a splash-in
      location nearby at Lake Agnes or something.  I'm sure seaplane guys would know
      just how to go about optimizing the mounting point placement.  It will be interesting
      to follow your progress!
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423938#423938
      
      
________________________________________________________________________________
Subject: 
Re: Elevator & rudder hinges from square tubing sections
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
May 28, 2014
      
      
      I would suggest that you dig into your hardware bin for the length of AN3 bolt
      that you plan to use on the hinges, plus a washer and locknut, and compare the
      weight of one of those sets of hardware to the standard AN393 clevis pin plus
      a thin washer and cotter pin.  Multiply the difference in weight by 9 sets of
      tail surface hinges and see what that will add to the weight of your tail.
      
      After wrestling with clevis pins and cotter pins on the tail surfaces (especially
      with tight hinge gaps) made me think about using bolts and nuts too, but it's
      not real easy to get wrenches in there to turn them... and impossible to get
      a socket or ratcheting box-end on them.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423939#423939
      
      
________________________________________________________________________________
Subject: 
Re: wooden floats at SNF
From: 
"dgaldrich" <dgaldrich(at)embarqmail.com>
Date: 
May 28, 2014
      
      
      The short story is that we got as far as having one pair ready to sheet with plywood
      and the looong pieces of plywood scarfed together.  
      
      We had previous experience building fuselages is a short time at Sun N Fun and
      had plans to build all 4 floats in 7 days.  Dick had the bulkheads cut out and
      I had the long skinny bits premade.  What could go wrong?  Let's just say there
      are some issues with the plans. 
      
      Dick is writing up the story for the BPA periodical so I won't spoil the plot but
      we do have pictures (twenty seven eight-by-ten color glossy photographs with
      circles and arrows and a paragraph on the back of each one explaining what each
      one was to be used as evidence against us).    
      
      For the record, it wasn't just Dick and I.  Skip Gadd and Ben Chervet from this
      list as well as others spent a LOT of time helping us figure out how the puzzle
      went together and fabricating pieces.  We just fronted the materials so we
      could keep the (un)finished product.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423940#423940
      
      
________________________________________________________________________________
Subject: 
headsets
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
May 28, 2014
      
      
      Okay, I have just about had it with not being able to hear the radio.  I now have
      4 to 6 different headsets here and there around the hangar and none of them
      is worth a hoot in an open cockpit airplane.  I'm sick and tired of fiddling
      with wires, connectors, adapters, mics, PTTs, and all the tangled mess... and
      still not being able to hear comm without pulling back the throttle and leaning
      WAAAYYY forward into the cockpit and listening up.  My little Icom IC-A23 puts
      out a good xmit signal (although it eats batteries fast) and I've figured out
      how to use it pretty well, but I simply cannot hear well enough through the
      headset.  When the radio is used stand-alone on its built-in speaker and I'm
      in the hangar, I have to crank down the volume or it's too loud... but not through
      the headset.  Why?  If it can fill the hangar with good, loud sound- why
      can't it be heard when it's right in my ears, inside some cups?
      
      I obviously can't make a passive headset work satisfactorily so I'm ready to spend
      money on a noise reducing headset, but they all make wild claims about this
      and that but nobody says anything about open cockpits.  I don't want a Bose,
      I don't want a leather-trimmed professional pilot's headset that looks dainty
      and costs $$$.  I need something in the David Clark style that will fit the pockets
      on my flying helmet, and that works.  If I find one and it won't break
      the bank, I'm going to permanently install and wire a PTT on the stick to get
      rid of the @#$%& Velcro thing with the coiled cord that gets tangled up in my
      seat belt and feet.  I'm going to get rid of the @#$%& two-plugs-into-two-jacks-into-Icom-adapter
      spaghetti mess and permanently mount a headset jack out of
      the way somewhere.  And I'm going to park a 14v battery out of a UPS out of the
      way in the airplane but where I can clip on a battery minder when the airplane
      is parked.  Tired of changing AA batteries in the handheld and if the AAs
      are good for about 1.5 amp-hours, the UPS battery should be good for at least
      3x that.  While I'm at it, I'll also permanently wire and mount my little Sigtronics
      intercom in the airplane and be able to talk to my front-seater.  If I
      mount all this dead weight on or near the CG, it shouldn't hurt my W&B... only
      the gross (which is hard to exceed on my airplane anyway).
      
      Anybody have any good recommendations on a headset that WORKS in open cockpits
      and doesn't look like it will fall apart unless handled with kid gloves, let me
      know.  Thanks for listening to the rant.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423942#423942
      
      
________________________________________________________________________________
Subject: 
Re: wooden floats at SNF
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
May 28, 2014
      
      
      Well, nice!  I will look for the writeup in the BPA Newsletter!  There is just
      as much to be learned from the *process* of building as there is from the final
      product.  In fact, much of what I've learned in life has been by taking things
      apart to see what's inside.  If you let me see what's inside before you close
      it up, I won't have to take it apart to find out ;o)
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423943#423943
      
      
________________________________________________________________________________
Subject: 
Re: Elevator & rudder hinges from square tubing sections
From: 
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: 
May 28, 2014
      
      
      This is from the 2nd Quarter 1994 Buckeye Pietenpol Association Newsletter. Is
      this the idea you are talking about, Grant? If so, then it has been done before,
      so go for it.
      
      And for all of you people worried about copyright infringement, I give full credit
      for the note as well as the drawing to Mr. Grant MacLaren.
      
      Hope this helps.
      
      --------
      Semper Fi,
      
      Terry Hand
      Athens, GA
      
      USMC, USMCR, ATP
      BVD DVD PDQ BBQ
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423945#423945
      
      
      Attachments: 
      
      http://forums.matronics.com//files/screen_shot_2014_05_29_at_124439_am_312.png
      
      
________________________________________________________________________________
Subject: 
Headset
From: 
Gerry Holland <gholland@content-stream.co.uk>
Date: 
May 29, 2014
      
      Oscar
      Headsets! I use a Lynx Avionics Micro System Headset. You can get them 
      in Passive or ANR.
      It fits inside my Lynx Leather Helmet by design and has worked very well 
      in open cockpit.
      It comes with microlight type connections but I've purchased the 
      converter for standard jacks.
      List as follows:
      http://www.lynx-avionics.com/English_Site/E_Site_Index/e_frame_set.html
      
      Not cheap but have stood up to time well and Lynx have a repair scheme 
      etc,
      Regards
      Gerry
      
________________________________________________________________________________
Subject: 
Re: Headset
From: 
glenschweizer(at)yahoo.com
Date: 
May 28, 2014
      
      Hi everyone
         Check out the flybaby group.  Ron Wanttaja has been working on home made h
      eadset to fit inside a leather helmet.  It appears he's got it pretty dialed
       in
      
      Sent from my iPhone
      
      > On May 28, 2014, at 10:43 PM, Gerry Holland <gholland@content-stream.co.uk
      > wrote:
      > 
      > Oscar
      > Headsets! I use a Lynx Avionics Micro System Headset. You can get them in P
      assive or ANR.
      > It fits inside my Lynx Leather Helmet by design and has worked very well i
      n open cockpit.
      > It comes with microlight type connections but I've purchased the converter
       for standard jacks.
      > List as follows:
      > http://www.lynx-avionics.com/English_Site/E_Site_Index/e_frame_set.html
      > 
      > Not cheap but have stood up to time well and Lynx have a repair scheme etc
      ,
      > Regards
      > Gerry
      > 
      > 
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
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      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
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      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
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      =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      > 
      
________________________________________________________________________________
Subject: 
Re: wooden floats at SNF
From: 
Gene Rambo <generambo(at)msn.com>
Date: 
May 29, 2014
      
      
      Love Arlo!!
      
      Gene
      
      On May 28, 2014, at 11:59 PM, "dgaldrich"  wrote:
      
      > 
      > The short story is that we got as far as having one pair ready to sheet with
      plywood and the looong pieces of plywood scarfed together.  
      > 
      > We had previous experience building fuselages is a short time at Sun N Fun and
      had plans to build all 4 floats in 7 days.  Dick had the bulkheads cut out and
      I had the long skinny bits premade.  What could go wrong?  Let's just say there
      are some issues with the plans. 
      > 
      > Dick is writing up the story for the BPA periodical so I won't spoil the plot
      but we do have pictures (twenty seven eight-by-ten color glossy photographs with
      circles and arrows and a paragraph on the back of each one explaining what
      each one was to be used as evidence against us).    
      > 
      > For the record, it wasn't just Dick and I.  Skip Gadd and Ben Chervet from this
      list as well as others spent a LOT of time helping us figure out how the puzzle
      went together and fabricating pieces.  We just fronted the materials so we
      could keep the (un)finished product.
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=423940#423940
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: headsets
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
May 29, 2014
      
      
      Oscar,
      
      I will show you mine in a week and a half.  The intercom used to work very good.
      It is a bit sketchy now.  Everything in my system is very old and could stand
      to be updated but is still proven and I would do it all the same again.  I am
      using the David Clark headsets (10-30) and a sigtronics intercom.  It is the
      way I have it wired up that is a bit strange but works good.  
      
      See you soon.
      
      --------
      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=423957#423957
      
      
________________________________________________________________________________
Date: 
May 29, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Heat Muff Material
      
      =0A=0A-I am just about ready to fabricate my heat muff and would like to 
      know the best type aluminum to use. I don't have any large enough scrap pie
      ces on hand left over from other aluminum works. (5052, 2024...)=0A=0A=0AIf
       God is your co-pilot...switch seats. =0AMike Perez =0AKaretakerAero=0ASTIL
      L Building... =0A
      
________________________________________________________________________________
Subject: 
Re: Elevator & rudder hinges from square tubing sections
From: 
"GrantZ" <grantz5906(at)aol.com>
Date: 
May 29, 2014
      
      
      Terry,
      
      That looks just like the idea I had in mind.  Like I frequently say - "if it is
      a really good idea, someone has already thought of it!".  I am not too proud
      to copy a good idea.
      
      I think I will go with clevis pins rather than AN3 hardware.  Good sugestion.
      
      Thanks all!
      
      Grant Ziebell 
      Savannah, TN
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423959#423959
      
      
________________________________________________________________________________
Subject: 
Re: headsets
From: 
John Fastnaught <fastnaught(at)windstream.net>
Date: 
May 29, 2014
      
      
      Oscar,
      I'm just about to cover my Piet. I have installed a Trig radio, jacks and a 12volt
      battery up front aft of the engine. Don't know the performance yet, but it
      has a integrated intercom and only weighs about a pound. I'm using modified David
      Clark's with ANR. The radio and intercom sounds great on the ground, flight
      testing to come.
      Jack
      N144JF
      ford powered.
      
      Sent from my iPad
      
      > On May 29, 2014, at 12:20 AM, "taildrags"  wrote:
      > 
      > 
      > Okay, I have just about had it with not being able to hear the radio.  I now
      have 4 to 6 different headsets here and there around the hangar and none of them
      is worth a hoot in an open cockpit airplane.  I'm sick and tired of fiddling
      with wires, connectors, adapters, mics, PTTs, and all the tangled mess... and
      still not being able to hear comm without pulling back the throttle and leaning
      WAAAYYY forward into the cockpit and listening up.  My little Icom IC-A23
      puts out a good xmit signal (although it eats batteries fast) and I've figured
      out how to use it pretty well, but I simply cannot hear well enough through the
      headset.  When the radio is used stand-alone on its built-in speaker and I'm
      in the hangar, I have to crank down the volume or it's too loud... but not through
      the headset.  Why?  If it can fill the hangar with good, loud sound- why
      can't it be heard when it's right in my ears, inside some cups?
      > 
      > I obviously can't make a passive headset work satisfactorily so I'm ready to
      spend money on a noise reducing headset, but they all make wild claims about this
      and that but nobody says anything about open cockpits.  I don't want a Bose,
      I don't want a leather-trimmed professional pilot's headset that looks dainty
      and costs $$$.  I need something in the David Clark style that will fit the
      pockets on my flying helmet, and that works.  If I find one and it won't break
      the bank, I'm going to permanently install and wire a PTT on the stick to get
      rid of the @#$%& Velcro thing with the coiled cord that gets tangled up in my
      seat belt and feet.  I'm going to get rid of the @#$%& two-plugs-into-two-jacks-into-Icom-adapter
      spaghetti mess and permanently mount a headset jack out
      of the way somewhere.  And I'm going to park a 14v battery out of a UPS out of
      the way in the airplane but where I can clip on a battery minder when the airplane
      is parked.  Tired of changing AA batteries in th!
      > e handheld and if the AAs are good for about 1.5 amp-hours, the UPS battery should
      be good for at least 3x that.  While I'm at it, I'll also permanently wire
      and mount my little Sigtronics intercom in the airplane and be able to talk
      to my front-seater.  If I mount all this dead weight on or near the CG, it shouldn't
      hurt my W&B... only the gross (which is hard to exceed on my airplane
      anyway).
      > 
      > Anybody have any good recommendations on a headset that WORKS in open cockpits
      and doesn't look like it will fall apart unless handled with kid gloves, let
      me know.  Thanks for listening to the rant.
      > 
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=423942#423942
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Subject: 
open cockpit headset reccommendation 
Date: 
May 29, 2014
      
      
      https://www.gulfcoastavionics.com/products/1459-classic-anr.aspx
      
      
      Oscar-this is the headset I fly with and it works out quite well with the a
      ctive noise reduction feature.     The mess of tangles
      
      that you describe is very familiar so a hardwired system is preferable, I a
      gree but I've managed to find a good setup for my still-portable
      
      setup.
      
      
      Throttling back and leaning forward to hear and FBO's airport advisory or A
      WOS broadcast is still part of my routine but with enough volume
      
      on the radio and the headset volume turned up I can hear quite well during 
      most modes of flight.   I have unshielded ignition so normally I switch
      
      to one mag to help reduce ignition noise.
      
      
      I'm using a flexible (mounted internally behind my cockpit) AAE VHF-5 avail
      able thru ACS or Chief Aircraft.
      
      
      [cid:image001.png(at)01CF7B2D.5FF266A0]
      
      
________________________________________________________________________________
Subject: 
Re: Heat Muff Material
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
May 29, 2014
      
      
      Mike; you might check out Mark Langford's airbox and heat muff webpage, here:
      
      http://www.n56ml.com/corvair/airbox/
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423970#423970
      
      
________________________________________________________________________________
Subject: 
Re: headsets
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
May 29, 2014
      
      
      Thanks, everyone, for the comments and recommendations.  I'm starting to do my
      homework on headsets to see what might work.  However, I've found the Quiet Technologies
      Halo to be an interesting solution and apparently very effective in
      high-noise cockpits.  Wish I could try one out though.  Anybody have experience
      flying with this equipment?
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423972#423972
      
      
________________________________________________________________________________
Date: 
May 29, 2014
From: 
Michael Groah <dskogrover(at)yahoo.com>
Subject: 
Re: headsets
      
      =0AWell Oscar, It doesn't answer your question on what headset to use but I
       have an XCOM 760 for my radio.- I just love it.- It has a built in int
      ercom, I can monitor two frequencies at once and it's light weight.- I ha
      ve the antenna inside the fuselage behind the seat and I can send and recei
      ve at good distances.- I use standard David Clark headsets and everything
       is clear and loud for both my passenger and myself.- My windshields are 
      larger than some so that helps with the wind.- I'm really happy with the 
      products I used though.- =0A=0A=0A(looking forward to seeing you at the W
      est Coast Pietenpol Gathering in a week or so!)=0A=0AMike Groah=0A414MV=0A
      =0A=0A=0AOn Thursday, May 29, 2014 8:13 AM, John Fastnaught =0A=0AOscar,=0AI'm just about to cove
      r my Piet. I have installed a Trig radio, jacks and a 12volt battery up fro
      nt aft of the engine. Don't know the performance yet, but it has a integrat
      ed intercom and only weighs about a pound. I'm using modified David Clark's
       with ANR. The radio and intercom sounds great on the ground, flight testin
      g to come.=0AJack=0AN144JF=0Aford powered.=0A=0ASent from my iPad=0A=0A> On
       May 29, 2014, at 12:20 AM, "taildrags"  wrote:=0A> 
      om>=0A> =0A> Okay, I have just about had it with not being able to hear the
       radio.- I now have 4 to 6 different headsets here and there around the h
      angar and none of them is worth a hoot in an open cockpit airplane.- I'm 
      sick and tired of fiddling with wires, connectors, adapters, mics, PTTs, an
      d all the tangled mess... and still not being able to hear comm without pul
      ling back the throttle and leaning WAAAYYY forward into the cockpit and lis
      tening up.- My little Icom IC-A23 puts out a good xmit signal (although i
      t eats batteries fast) and I've figured out how to use it pretty well, but 
      I simply cannot hear well enough through the headset.- When the radio is 
      used stand-alone on its built-in speaker and I'm in the hangar, I have to c
      rank down the volume or it's too loud... but not through the headset.- Wh
      y?- If it can fill the hangar with good, loud sound- why can't it be hear
      d when it's right in my ears, inside some cups?=0A> =0A> I obviously can't 
      make a passive headset work satisfactorily so I'm ready to spend money on a
       noise reducing headset, but they all make wild claims about this and that 
      but nobody says anything about open cockpits.- I don't want a Bose, I don
      't want a leather-trimmed professional pilot's headset that looks dainty an
      d costs $$$.- I need something in the David Clark style that will fit the
       pockets on my flying helmet, and that works.- If I find one and it won't
       break the bank, I'm going to permanently install and wire a PTT on the sti
      ck to get rid of the @#$%& Velcro thing with the coiled cord that gets tang
      led up in my seat belt and feet.- I'm going to get rid of the @#$%& two-p
      lugs-into-two-jacks-into-Icom-adapter spaghetti mess and permanently mount 
      a headset jack out of the way somewhere.- And I'm going to park a 14v bat
      tery out of a UPS out of the way in the airplane but where I can clip on a 
      battery minder when the airplane is parked.- Tired
       of changing AA batteries in !=0Ath!=0A> e handheld and if the AAs are good
       for about 1.5 amp-hours, the UPS battery should be good for at least 3x th
      at.- While I'm at it, I'll also permanently wire and mount my little Sigt
      ronics intercom in the airplane and be able to talk to my front-seater.- 
      If I mount all this dead weight on or near the CG, it shouldn't hurt my W&B
      ... only the gross (which is hard to exceed on my airplane anyway).=0A> =0A
      > Anybody have any good recommendations on a headset that WORKS in open coc
      kpits and doesn't look like it will fall apart unless handled with kid glov
      es, let me know.- Thanks for listening to the rant.=0A> =0A> --------=0A>
       Oscar Zuniga=0A> Medford, OR=0A> Air Camper NX41CC "Scout"=0A> A
      75 power=0A> =0A> =0A> =0A> =0A> Read this topic online here:=0A> =0A> http
      ://forums.matronics.com/viewtopic.php?p=423942#423942=0A> =0A> =0A> =0A> 
      =========================0A
      - - - - - - - - - - - - -Matt Dralle, List Admin.
      ====
      
________________________________________________________________________________
Date: 
May 29, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Re: Heat Muff Material
      
      =0AThank you Oscar...looks like he used 6061. I'll be ordering aluminum she
      et soon and hope to get started fabricating once it arrives.=0A=0A-=0A=0A
      If God is your co-pilot...switch seats. =0AMike Perez =0AKaretaker Aero =0A
      STILL Building...=0A
      
________________________________________________________________________________
Subject: 
Re: headsets
From: 
"womenfly2" <Love2Fly.KAP(at)gmail.com>
Date: 
May 29, 2014
      
      
      I fly a Cub and some open cockpit planes plus the Piet, go for the David Clark's
      30-10S (Stereo) type and a Sigtronics intercom box if need be. DO NOT waster
      your money on ANR they only will work if you have a perfect fit around your ears
      and most of the time they do not.
      
      The David Clark's are the most popular brand in all types of flying. The company
      is fantastic in customer service, 2nd to none. The 30-10S are very affordable
      and even go on sale.
      
      You will not be disappointed. I use them for training.
      
      
      WF2/CFIS
      
      --------
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423980#423980
      
      
________________________________________________________________________________
Date: 
May 29, 2014
Subject: 
Re: headsets
From: 
Ned Lebens <nlebens(at)gmail.com>
      
      Hi Oscar,
      
      Perhaps you just need an impedance matching transformer between your Icom
      and the headset, something like this
      http://www.radioshack.com/product/index.jsp?productId=2103254
      
      It will help match the 8 ohm output of the radio to the pair of 300 ohm
      speakers in the headset.  Works kinda like a gear box.  Ideally you'd want
      something closer to 150 ohms : 8 ohms but I figure this one should be easy
      to get a hold of if you want to try it.
      
      Ned Lebens
      Working on fuselage
      
      
      On Wed, May 28, 2014 at 11:20 PM, taildrags  wrote:
      
      >
      > Okay, I have just about had it with not being able to hear the radio.  I
      > now have 4 to 6 different headsets here and there around the hangar and
      > none of them is worth a hoot in an open cockpit airplane.  I'm sick and
      > tired of fiddling with wires, connectors, adapters, mics, PTTs, and all the
      > tangled mess... and still not being able to hear comm without pulling back
      > the throttle and leaning WAAAYYY forward into the cockpit and listening up.
      >  My little Icom IC-A23 puts out a good xmit signal (although it eats
      > batteries fast) and I've figured out how to use it pretty well, but I
      > simply cannot hear well enough through the headset.  When the radio is used
      > stand-alone on its built-in speaker and I'm in the hangar, I have to crank
      > down the volume or it's too loud... but not through the headset.  Why?  If
      > it can fill the hangar with good, loud sound- why can't it be heard when
      > it's right in my ears, inside some cups?
      >
      > I obviously can't make a passive headset work satisfactorily so I'm ready
      > to spend money on a noise reducing headset, but they all make wild claims
      > about this and that but nobody says anything about open cockpits.  I don't
      > want a Bose, I don't want a leather-trimmed professional pilot's headset
      > that looks dainty and costs $$$.  I need something in the David Clark style
      > that will fit the pockets on my flying helmet, and that works.  If I find
      > one and it won't break the bank, I'm going to permanently install and wire
      > a PTT on the stick to get rid of the @#$%& Velcro thing with the coiled
      > cord that gets tangled up in my seat belt and feet.  I'm going to get rid
      > of the @#$%& two-plugs-into-two-jacks-into-Icom-adapter spaghetti mess and
      > permanently mount a headset jack out of the way somewhere.  And I'm going
      > to park a 14v battery out of a UPS out of the way in the airplane but where
      > I can clip on a battery minder when the airplane is parked.  Tired of
      > changing AA batteries in th!
      >  e handheld and if the AAs are good for about 1.5 amp-hours, the UPS
      > battery should be good for at least 3x that.  While I'm at it, I'll also
      > permanently wire and mount my little Sigtronics intercom in the airplane
      > and be able to talk to my front-seater.  If I mount all this dead weight on
      > or near the CG, it shouldn't hurt my W&B... only the gross (which is hard
      > to exceed on my airplane anyway).
      >
      > Anybody have any good recommendations on a headset that WORKS in open
      > cockpits and doesn't look like it will fall apart unless handled with kid
      > gloves, let me know.  Thanks for listening to the rant.
      >
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=423942#423942
      >
      >
      
________________________________________________________________________________
Subject: 
Re: headsets
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
May 29, 2014
      
      
      Ned; thanks for the idea about the impedance matching transformer.  I see that
      it's rated 1000 ohms on the other side, but it's center-tapped on that winding.
      Could I not use one leg and the center tap and then have 500 : 8 (which is
      closer to 150 : 8)?  In reading about some of the problems with headset volume,
      I did see that there were people who found that their headset receivers had
      300 ohms impedance, but I didn't think mine would have that problem until I kept
      reading and found that most headsets weren't designed for use with portable
      devices.  And of course the manufacturers don't list all the specs on their headsets.
      For as cheap as the transformer is, I can sure wire up a homebrew deal
      to test it.  A jack, a plug, some shielded audio cable, the transformer, and...
      more spaghetti in the cockpit ;o)
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423993#423993
      
      
________________________________________________________________________________
Subject: 
Re: headsets
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
May 29, 2014
      
      
      By the way, if anyone is interested in hearing sort of what I'm experiencing (and how much it stands to be improved), you can go to the Quiet Technologies website, http://www.quiettechnologies.com/ , and click on the 'Simulator' button on the left.  There are 7 simulated in-cockpit scenarios that you can pick.  The first one is unattenuated cockpit noise in an enclosed cabin airplane and it's pretty much what I hear in my airplane with earmuffs on.  I would be VERY happy if I could get what the second simulation is, which is with passive headsets.  Everything else is just gravy.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=423994#423994
      
      
________________________________________________________________________________
Subject: 
Re: Heat Muff Material
From: 
"tkreiner" <tkreiner(at)gmail.com>
Date: 
May 29, 2014
      
      
      Mike,
      
      I could be wrong... but it appears that the heat muff shown in the pics is actually
      stainless steel, not aluminum.  Due to the specific heat of the two metals,
      SS would be preferable in the heat muff, as it doesn't allow heat energy to
      pass thru it as readily as aluminum.
      
      A little more difficult to work with, but, it's a learning experience...
      
      --------
      Tom Kreiner
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424002#424002
      
      
________________________________________________________________________________
Date: 
May 29, 2014
Subject: 
Re: headsets
From: 
Ned Lebens <nlebens(at)gmail.com>
      
      Hi Oscar,
      
      Yes, you're right, use the center tap and one of the outside legs.  The
      impedance ratio will then be 250 ohms to 8 ohms as impedance goes as the
      square of the turns ratio.  I'll be suprised if this doesn't fix the volume
      problem.
      
      Good Luck,
      Ned
      
________________________________________________________________________________
From: 
Ray Krause <raykrause(at)frontiernet.net>
Subject: 
Re: headsets
Date: 
May 29, 2014
      
      
      Oscar,
      
      I have both the Quiet Technologies (Halos) and the Clarity Aloft in-the-ear headsets.
      I have used both  these and my Bose ANR headsets in the Cub and in my Sonex.
      Both the Halo and the Clarity are actually better than the Bose headset
      for noise reduction.  But, the Clarity set is MUCH better than the Halos! I think
      the difference is because the Halos have the speaker in the headband with
      "tubes" going to the foam ear plug. The Clarity actually puts the speaker in the
      ear. The "tubes", I think, pick up the outside sounds and let it enter the
      ear along with the transmitted radio sounds. The Clarity set transmits to the
      ear ONLY the radio transmission.
      
      The trick with the Clarity set is to roll the foam ear plug, moisten it, and get
      it placed deeply in the era. The foam then expands and blocks out the exterior
      sounds.
      
      The weak point of the Clarity set is that the speaker goes deeply into the ear
      and to removed it, one tends to pull it out with the relatively fragile connecting
      wire. I have pulled the wire out of the ear piece twice! But each time the
      owner (forgot his name) has repaired the set for free. He's a GREAT GUY!
      
      Several years ago I asked him about molded ear pieces, but he said they were not
      as good at excluding extraneous noise. I see on the internet now that several
      people make the molded ear pieces for the Clarity set. I plan to order these
      for a test pretty soon.
      
      The mic on the Clarity is excellent and excludes most noises. It can be improved
      by cupping ones hand over the mic while transmitting. But even without your
      hand, I think it is better than the Bose.
      
      I have a leather helmet, (always planning ahead!), and the Clarity works well with
      it.  There is no headband, only a small wire around the back of your head
      that holds the mic. Once it is on and the ear speakers are placed in the ear,
      just slip on the leather helmet. You can't even tell the headset on on.
      
      I have not tried the Clarity with my A-24 hand held, but will try it and let you
      know. Hope it works.
      
      Hope this helps,
      Ray Krause
      
      Oh yea, I added a 12 V Oddessy battery to the fire wall of my SkyScout to run the
      radio and two instruments. I ran a charging outlet that I can get to through
      the cowl. Hope this does not constituent an "electrical system". No on board
      charging system.
      
      
      Sent from my iPad
      
      > On May 29, 2014, at 9:14 AM, "taildrags"  wrote:
      > 
      > 
      > Thanks, everyone, for the comments and recommendations.  I'm starting to do my
      homework on headsets to see what might work.  However, I've found the Quiet
      Technologies Halo to be an interesting solution and apparently very effective
      in high-noise cockpits.  Wish I could try one out though.  Anybody have experience
      flying with this equipment?
      > 
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=423972#423972
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
May 30, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Re: Heat Muff Material
      
      =0AHi Tom. The write up states: =0A"The carb mounting plate is .063", and t
      he rest is .025" 6061-T6."=0A=0AI've worked a lot with S.S. but not a fan o
      f it's weight compared to aluminum.=0A=0A-=0A=0AIf God is your co-pilot..
      .switch seats. =0AMike Perez =0AKaretaker Aero =0ASTILL Building...=0A
      
________________________________________________________________________________
Subject: 
Re: Elevator & rudder hinges from square tubing sections
From: 
"tools" <n0kkj(at)yahoo.com>
Date: 
May 30, 2014
      
      
      One more thing to consider.  This is sort of the "inbetweener" method between the
      plans and what Bill R. did on his most recent Piet. 
      
      He mentioned he had a dickens of a time getting the holes to line up, apparently
      the distance between the holes just making that a tougher chore than when they're
      very close together.  
      
      It's possible it was just because you have to line up 4 holes rather than three
      and you have to get the increased length hinge pin parallel to the base to prevent
      binding.  
      
      His holes were probably two inches, he used strap with the ends bent up, a very
      similar idea requiring no welding and having increased bearing area as well.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424023#424023
      
      
________________________________________________________________________________
Subject: 
Re: Heat Muff Material
From: 
"tkreiner" <tkreiner(at)gmail.com>
Date: 
May 30, 2014
      
      
      Mike,
      
      Well after reading your reply, I went back, took another look at the bent up heat
      muff, and it is, indeed an SS part from Wicks... For the reasons I mentioned.
      For a cowled application Al would probably be OK, but for a loosely cowled
      engine, an Al muff might lose too much heat to provide sufficient carb heat.
      
      Your mileage may vary....
      
      Just my $ .02
      
      --------
      Tom Kreiner
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424025#424025
      
      
________________________________________________________________________________
Subject: 
Re: headsets
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
May 31, 2014
      
      
      Okay, so I may have a new best friend on this list (Ned, who gave me the idea to
      try this).  I picked up a few bits at Radio Shack and cobbled up a little impedance
      matching setup to try with my headset.  Pay no attention to the materials
      or workmanship... this is just a test.  But wowza-!  Yes indeed, it does boost
      the volume through the receivers!  So it worked while sitting at my back
      patio waiting for the soldering pencil to cool off and it worked well enough that
      I had to crank the volume down a couple of notches.  I hope to go flying today
      and see how it works in the air.  News at 10... picture of the little homebrew
      box attached.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424121#424121
      
      
      Attachments: 
      
      http://forums.matronics.com//files/img_3116_117.jpg
      
      
________________________________________________________________________________
From: 
Ray Krause <raykrause(at)frontiernet.net>
Subject: 
Re: headsets
Date: 
May 31, 2014
      
      
      How about a schematic si I can build one?
      
      Thanks,
      
      Ray Krause
      
      Sent from my iPad
      
      > On May 31, 2014, at 9:50 AM, "taildrags"  wrote:
      > 
      > 
      > Okay, so I may have a new best friend on this list (Ned, who gave me the idea
      to try this).  I picked up a few bits at Radio Shack and cobbled up a little
      impedance matching setup to try with my headset.  Pay no attention to the materials
      or workmanship... this is just a test.  But wowza-!  Yes indeed, it does
      boost the volume through the receivers!  So it worked while sitting at my back
      patio waiting for the soldering pencil to cool off and it worked well enough
      that I had to crank the volume down a couple of notches.  I hope to go flying
      today and see how it works in the air.  News at 10... picture of the little homebrew
      box attached.
      > 
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=424121#424121
      > 
      > 
      > 
      > 
      > Attachments: 
      > 
      > http://forums.matronics.com//files/img_3116_117.jpg
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: headsets
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
May 31, 2014
      
      
      Ray; there's really nothing to it, but I'll sketch up a schematic and post it.
      After giving it a little more thought, maybe instead of dismantling this ugly
      duckling impedance matcher, I'll mail it to anybody who is curious to try it
      out on their headset if you're using a handheld.  It's less than $10 worth of
      Radio Shack parts, although the factory-made units are over $130.  If you're using
      a panel-mount com, it's likely that the radio is already looking for the
      higher impedance of a headset and you don't need to do anything, but apparently
      handhelds and portable equipment use lower impedance audio output.   I'm really
      curious to see if Mike Cuy's headset picks up some volume with it.  Ray, if
      you'd like to try it out just send me your postal address and I'll mail it to
      you to play with.  Find a continuously broadcasting station like ATIS, put on
      your headset as usual, note the headset volume, and then insert the matcher
      between your radio and headset to see if the volume increases.
      
      I flew with the setup today and I could hear Tower perfectly without leaning forward
      behind the windscreen or backing off the throttle!  It's obvious that it
      needs shielded wiring and needs to be enclosed because I hadn't had any problem
      with ATC hearing me before, but now they say I'm scratchy and weak and the
      only thing that changed was me inserting the impedance matcher in line with the
      headset so it must be letting ignition noise or other interference in.  I'll
      fabricate a proper one now, and see if the interference goes away if I use shielded
      wiring and an enclosed metal box for it.
      
      Ned: thanks again!
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424135#424135
      
      
________________________________________________________________________________
From: 
Ray Krause <raykrause(at)frontiernet.net>
Subject: 
Re: headsets
Date: 
May 31, 2014
      
      
      Oscar,
      
      You are a great guy! Thanks for such a generous offer. I will try my various headsets
      with my hand held in the next few days and see if there is any differences
      among them. Then, when I get the Aeronca back from its annual, I will try
      all that stuff in the plane. Nothing seems to work with the radio in the Aeronca!
      But my Clarity Aloft in-the-ear headset works great in the Aeronca with just
      the intercom. When the radio is in the loop, it is terrible.
      
       I just made a set of shielded ignition wires for the Aeronca by placing a piece
      of mesh shield covering (from ACS) over each wire, then covering it with heat
      shrink. The shielding is then grounded on the magneto end to the magneto. I
      will still be using the same non- shielded plugs (trying to stay as original as
      possible, at least original looking!). If this does not eliminate the ignition
      noise, I will go to an ACS shielded harness and shielded plugs. Whichever system
      works, I will use on the A-65 in my SkyScout when it is done.
      
      If all this fails, I will ask to barrow your "gender mender".  And "Thanks, Ned"!
      
      I will be in contact.  Hope you make it to Frazier Lake next Saturday.
      
      Thanks,
      
      Ray
      
      Sent from my iPad
      
      > On May 31, 2014, at 8:00 PM, "taildrags"  wrote:
      > 
      > 
      > Ray; there's really nothing to it, but I'll sketch up a schematic and post it.
      After giving it a little more thought, maybe instead of dismantling this ugly
      duckling impedance matcher, I'll mail it to anybody who is curious to try it
      out on their headset if you're using a handheld.  It's less than $10 worth of
      Radio Shack parts, although the factory-made units are over $130.  If you're
      using a panel-mount com, it's likely that the radio is already looking for the
      higher impedance of a headset and you don't need to do anything, but apparently
      handhelds and portable equipment use lower impedance audio output.   I'm really
      curious to see if Mike Cuy's headset picks up some volume with it.  Ray,
      if you'd like to try it out just send me your postal address and I'll mail it
      to you to play with.  Find a continuously broadcasting station like ATIS, put
      on your headset as usual, note the headset volume, and then insert the matcher
      between your radio and headset to see if the volume !
      > increases.
      > 
      > I flew with the setup today and I could hear Tower perfectly without leaning
      forward behind the windscreen or backing off the throttle!  It's obvious that
      it needs shielded wiring and needs to be enclosed because I hadn't had any problem
      with ATC hearing me before, but now they say I'm scratchy and weak and the
      only thing that changed was me inserting the impedance matcher in line with
      the headset so it must be letting ignition noise or other interference in.  I'll
      fabricate a proper one now, and see if the interference goes away if I use
      shielded wiring and an enclosed metal box for it.
      > 
      > Ned: thanks again!
      > 
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=424135#424135
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
May 31, 2014
Subject: 
Re: headsets
From: 
Ned Lebens <nlebens(at)gmail.com>
      
      Hello Oscar,
      
      Very glad to hear that it is working for you.  The noise issue might be
      tougher to fix, but hopefully the shielding will do it.  I'm sure you'll
      let us know.  I've sketched up a schematic for Ray - it should be attached.
      
      Ned
      
________________________________________________________________________________
From: 
Brian Kenney <brian.kenney(at)live.ca>
Subject: 
paypal scam - hitting this blog
Date: 
Jun 01, 2014
      
      
       just got a email supposedly from paypal asking to confirm account informat
      ion - if you view the source it is full of Pietenpol blog information  
       		 	   		  
      
________________________________________________________________________________
Subject: 
Re: headsets
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 01, 2014
      
      
      Ah.  I see.  Ned, looking at the schematic I'm missing one small item in my homebrew
      setup.  I do not have electrical continuity between the 'ground' or bottom
      legs of the two transformer windings.  Of course the ground side of the jack
      is grounded since it's mechanically fastened to my little metal box, but the
      outer conductor of my jack and that leg on the 8 ohm output side of the xfmr
      is floating.  I'll have to make that connection to the box and see if the noise
      improves.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424153#424153
      
      
________________________________________________________________________________
Subject: 
Re: Bob's Pietenpol flies
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 01, 2014
      
      
      Interesting.  It looks like there are no cooling air scoops on that engine.  Is
      that correct?  The jugs just hang out in the breeze and that's it?
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424154#424154
      
      
________________________________________________________________________________
From: 
"Boatright, Jeffrey" <jeffboatright(at)emory.edu>
Subject: 
Re: Bob's Pietenpol flies
Date: 
Jun 01, 2014
      
      
      I noticed that, too. I encourage all who do this to install CHT sensors on
      all four cylinders and get back to us with the data
      
      ;)
      
      My store-bought engine eyebrows have clearance holes for the rear cylinder
      spark plug wires.  I found that just leaving the holes unsealed caused a
      measurable temperature difference; the rear cylinders were about 50
      degrees warmer. Just putting rubber over those holes got temps down. Prior
      to this Ive had to grind valves on both rear cylinders AND overhaul
      entirely one of the two. And these are not that old!
      
      The Rose Parakeet traditionally does not have eyebrows. Ive read on the
      Parakeet website that all those engines end up having valve problems for
      the rear cylinders.
      
      The Mooney Mite does not have eyebrows on Continental engines but does on
      Lycoming engines. A resto websites notes that the Continentals but not the
      Lycs need the rear but not front cylinders overhauled
      
      Caveat: These groups have small sampling sizes, so theres no statistical
      significance (probably); maybe its all just by chance and all those rear
      cylinders were just unlucky." However, if you install CHT probes for each
      cylinder, at least youll know whether there are differentials on your
      individual engine.
      
      --
      
      Jeffrey H. Boatright, PhD, FARVO
      Professor of Ophthalmology
      Emory University School of Medicine
      
      
      On 6/1/14, 12:38 PM, "taildrags"  wrote:
      
      >
      >Interesting.  It looks like there are no cooling air scoops on that
      >engine.  Is that correct?  The jugs just hang out in the breeze and
      >that's it?
      >
      >--------
      >Oscar Zuniga
      >Medford, OR
      >Air Camper NX41CC "Scout"
      >A75 power
      >
      >
      >Read this topic online here:
      >
      >http://forums.matronics.com/viewtopic.php?p=424154#424154
      >
      >
      
      
      ________________________________
      
      This e-mail message (including any attachments) is for the sole use of
      the intended recipient(s) and may contain confidential and privileged
      information. If the reader of this message is not the intended
      recipient, you are hereby notified that any dissemination, distribution
      or copying of this message (including any attachments) is strictly
      prohibited.
      
      If you have received this message in error, please contact
      the sender by reply e-mail message and destroy all copies of the
      original message (including attachments).
      
      
________________________________________________________________________________
Subject: 
Re: Bob's Pietenpol flies
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 01, 2014
      
      
      Jeff; that's the reason I asked the question.  My A65 had cooling eyebrows but
      didn't have intercylinder baffles.  I added those later.  When I changed engines
      I took the eyebrows off the 65 and put them on the 75 but I never liked them...
      too many metal fatigue failures of mounting tabs, they stuck up too high,
      plus my hangar mate pointed out to me that there were large gaps all around the
      eyebrows, as well as in the rear and at the spark plug holes.  So... I now
      have repro Cub eyebrows and they fit very snugly all around.  I also installed
      rubber seals around the spark plug access holes to contain the cooling air. 
      This is shown on my website, here:
      http://www.flysquirrel.net/piets/engine/eyebrows.html
      
      I do not have CHT readout on my engine, but I think I now have the cooling bases
      covered as well as I can.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424165#424165
      
      
________________________________________________________________________________
Subject: 
Re: West Coast Pietenpol Gathering
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 01, 2014
      
      
      Decision has been made: I will not be at Frazier Lake this year.  Last Wednesday
      I had the airplane over to Beagle Sky for Steve Pankonin, the A&P, to do the
      condition inspection.  Although he signed me off, there are a couple of squawks
      that he would like for me to take care of, and one of those almost grounded
      the airplane.  Steve let me go on the assurance that I would take care of it,
      and I will, but I'm not going to fly over the mountains or in bumpy air with
      it like this.
      
      One of the lower strut attachment fork ends is bent.  I know when it happened,
      because it's been like this since the nose-over in 2004.  See photo, attached.
      Pay no attention to the mis-matched paint over that fabric patch... I have some
      touch-up to do here and there, and that is just the first coat.  Anyway, the
      threaded end of the fork is stout and it may be just fine like that forever.
      I'm going to replace it.
      
      What really chilled me was that I pulled the airplane into Steve's hangar and removed
      all the inspection covers, cowlings, and access plates with the anticipation
      that Steve wouldn't find much, if anything, amiss.  Almost as if he was
      clairvoyant, he walked over to the engine with his inspection light and started
      wiggling things on the carb.  He called me over and pointed to the castellated
      nut that holds the throttle cable ball-end to the throttle lever.  No cotter
      pin, and the nut was only holding on by a couple of threads.  Had it taken me
      just a few more minutes to fly from Medford to Beagle Sky, that nut would have
      walked off and I would have either made a dead-stick landing or had to manage
      wild and unpredictable power by using the mag switches.  For the next four
      hours I pretty much just shut up and answered Steve's questions as he and I went
      through the airplane.  I also didn't feel like much of a hotshot mechanic anymore,
      either.
      
      Steve wants me to mount the ELT more securely in the tail, he wants to see that
      fork end replaced, he wants me to shim the axles to correct some slight misalignment
      of the camber on both of the mains, and one or two other little things.
      The rest of the inspection went almost flawlessly, and the engine cylinder
      leakdown test showed 79-79-78-79 so that went well.
      
      So... with Frazier Lake off my calendar, the next best thing is for me to make
      a Saturday or Sunday flight down to the Sacramento area to visit "the locals",
      as well as a flight up to the Salem area to visit all the pilots and builders
      that I know around Independence Airpark.  Those will be manageable one-day summer
      fly-outs in the coming weeks.  Meanwhile, I'll be thinking about cotter pins
      and stupidity.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424166#424166
      
      
________________________________________________________________________________
Subject: 
Re: West Coast Pietenpol Gathering
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 01, 2014
      
      
      Whoops... here's the picture.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424167#424167
      
      
      Attachments: 
      
      http://forums.matronics.com//files/fork_757.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Bob's Pietenpol flies
From: 
airlion2(at)gmail.com
Date: 
Jun 01, 2014
      
      
      Oscar, did you lower your eye borows to give a lower profile or did they come lower.
      Gardiner. Also do you need the I inner cyl baffles?
      
      Sent from my iPad
      
      > On Jun 1, 2014, at 3:25 PM, "taildrags"  wrote:
      > 
      > 
      > Jeff; that's the reason I asked the question.  My A65 had cooling eyebrows but
      didn't have intercylinder baffles.  I added those later.  When I changed engines
      I took the eyebrows off the 65 and put them on the 75 but I never liked them...
      too many metal fatigue failures of mounting tabs, they stuck up too high,
      plus my hangar mate pointed out to me that there were large gaps all around
      the eyebrows, as well as in the rear and at the spark plug holes.  So... I now
      have repro Cub eyebrows and they fit very snugly all around.  I also installed
      rubber seals around the spark plug access holes to contain the cooling air.
      This is shown on my website, here:
      > http://www.flysquirrel.net/piets/engine/eyebrows.html
      > 
      > I do not have CHT readout on my engine, but I think I now have the cooling bases
      covered as well as I can.
      > 
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=424165#424165
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: West Coast Pietenpol Gathering
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jun 01, 2014
      
      
      Oscar,
      Good call. We will meet you next year. Looks like you found a competent A&P. Hang
      on to him. How about you driving down. It would still be a legal move and you
      wouldn't get shamed. Think about it. We'd love to have you there. 
      Cheers,
      
      --------
      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=424173#424173
      
      
________________________________________________________________________________
Subject: 
Re: headsets
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jun 01, 2014
      
      
      All this talk about intercoms got me to fix mine. Works good again. Thanks guys.
      
      --------
      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=424174#424174
      
      
________________________________________________________________________________
Subject: 
Re: Bob's Pietenpol flies
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 01, 2014
      
      
      Gardiner;
      
      The eyebrows that were on the plane originally were scratch-built by Corky.  The
      ones that are on it now are built to the Piper Cub patterns.  In the image that
      I've attached, I have one of each installed on the engine and you can see
      the difference in the amount of air that they grab.  I figured thousands of Cubs
      can't be wrong with the lower ones, so I went with them and it has reduced
      the drag and improved the engine cooling since they fit tighter.
      
      About the intercylinder baffles, everyone that I've asked (people that I know and
      respect) have told me to use them.  They keep the air from shooting down between
      the cylinders without doing any cooling, and they also push the air around
      the bottoms of the cylinders.  As Jeff posted earlier, without getting cooling
      air evenly to all the cylinders and all around each cylinder, they can develop
      hotspots.  I'm just trying to do everything I can to make the engine happy,
      and the cost and effort to do these little cooling improvements is really not
      very significant.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424190#424190
      
      
      Attachments: 
      
      http://forums.matronics.com//files/eyebrows_860.jpg
      
      
________________________________________________________________________________
Date: 
Jun 02, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Re: Bob's Pietenpol flies
      
      =0AI like the new cooling eyebrows a lot Oscar. In one of the Bingelis' boo
      ks, he talks about how to figure out the required size cooling opening for 
      a given engine H.P. I used his thoughts/ideas while fabricating mine. =0A
      =0A-=0A=0AIf God is your co-pilot...switch seats. =0AMike Perez =0AKareta
      ker Aero =0ASTILL Building...=0A
      
________________________________________________________________________________
Date: 
Jun 02, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Wing Strut Cable Size/Type
      
      Looking ahead to making the wing strut cross cables, I believe most use 1/8
      ", but I see the plans say 3/32".- I would like to use 3/32",- 7X19 S.S
      . as I already have the cable, cable ends and turnbuckles. However, I am no
      t sure this cable has adequate strength. Please advise.=0A=0A-=0A=0AIf Go
      d is your co-pilot...switch seats. =0AMike Perez =0AKaretakerAero=0ASTILL B
      uilding... =0A
      
________________________________________________________________________________
Date: 
Jun 02, 2014
From: 
Hans van der Voort <nx15kv(at)yahoo.com>
Subject: 
Brodhead 2014
      
      It just so happened that I will be traveling the week of the Brodhead Fly-i
      n=0AThe return trip will be trough Chicago (ORD) on Thursday 7/24.=0AI deci
      ded against my own desire, no longer to drive to a Fly-in, to rent a car in
       Chicago and drive the 2 hours to Brodhead.=0AIf any one needs a ride: I wi
      ll be departing Chicago O'Hare around noon.=0AAnd returning Saturday-morn
      ing 7/26.=0A-=0AStaying at Americ Inn in Monroe=0A-=0ASee you all in Br
      odhead.=0A-=0A-=0AHans van der Voort=0A-=0APietenpol NX15KV=0AWaller,
       Texas
      
________________________________________________________________________________
Subject: 
Re: Wing Strut Cable Size/Type
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jun 02, 2014
      
      
      Mike,
      
      I am not a structural engineer but I am an EAA Tech Counselor.  Since this list
      has been very quiet lately I will speak up with my own opinion.  If you are going
      to use a low horsepower engine like the model A or 65 Cont.,  I think the
      smaller cables would be acceptable.  Now if you are going to use a Corvair or
      Cont. C-85 or O-200, I would be wanting the larger cables so I could sleep at
      night knowing they will handle the potential heavier air loads.  With the bigger
      engines we can carry larger loads adding to the wing loading.  
      
      My question to the guys flying the Corvairs, Do you have the small cables on yours
      and have you had any trouble with them?  
      
      I have a C-85 Cont. and have 1/8 inch cables all around.
      
      My three cents.
      
      --------
      Scott Liefeld
      Flying N11MS since March 1972
      Steel Tube
      C-85-12
      Wire Wheels
      Brodhead in 1996
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424223#424223
      
      
________________________________________________________________________________
Subject: 
Scott's Plane
From: 
"Catdesigns" <Catdesigns(at)att.net>
Date: 
Jun 02, 2014
      
      
      My brother sent me this picture of Scott Liefeld plane parked at a fly-in over
      the weekend.  Notice how many people are are around Scott's plane versus to the
      ones in the background.  People know whats good.  
      
      If you attend the West Coast Pietenpol Gathering at Frazier Lake this Saturday
      you too can see this unique bird.
      
      --------
      Chris
      Sacramento, CA
      WestCoastPiet.com
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424236#424236
      
      
      Attachments: 
      
      http://forums.matronics.com//files/photo_4_111.jpg
      
      
________________________________________________________________________________
Date: 
Jun 02, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Re: Wing Strut Cable Size/Type
      
      Thank you Scott. I am using an A65. I am curious if there was a reason most people
      switched from the plans 3/32" to 1/8" cable. Were there issues/ concerns that
      made the switch necessary?
      
      
      If God is your co-pilot...switch seats. 
      Mike Perez 
      Karetaker Aero 
      STILL Building...
      
________________________________________________________________________________
From: 
Ray Krause <raykrause(at)frontiernet.net>
Subject: 
Re: Scott's Plane
Date: 
Jun 02, 2014
      
      
      Beautiful! Can't wait to see it in person this weekend.
      
      Thanks,
      
      Ray Krause
      
      Sent from my iPad
      
      > On Jun 2, 2014, at 2:33 PM, "Catdesigns"  wrote:
      > 
      > 
      > My brother sent me this picture of Scott Liefeld plane parked at a fly-in over
      the weekend.  Notice how many people are are around Scott's plane versus to
      the ones in the background.  People know whats good.  
      > 
      > If you attend the West Coast Pietenpol Gathering at Frazier Lake this Saturday
      you too can see this unique bird.
      > 
      > --------
      > Chris
      > Sacramento, CA
      > WestCoastPiet.com
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=424236#424236
      > 
      > 
      > 
      > 
      > Attachments: 
      > 
      > http://forums.matronics.com//files/photo_4_111.jpg
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Scott's Plane
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jun 02, 2014
      
      
      Chris,
      You failed to mention that your brother flew with me to the fly in. We had a blast.
      About 60 airplanes there. When we were leaving someone came up to me and
      asked if it was my plane. I answered with a yes. He said follow me. 
      Now this is where it gets strange and I'm sure a first for any Pietenpol anywhere.
      They gave me a second place plaque in the "Contemporary Class". They said
      because of the year we built it. I found and it very humorous and I was honored
      at the same time. 
      See you all this weekend. I'll be there on Friday afternoon with bugs in my teeth.
      
      Cheers,
      
      --------
      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=424253#424253
      
      
________________________________________________________________________________
Subject: 
Re: Wing Strut Cable Size/Type
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jun 02, 2014
      
      
      Mike,
      With that engine and the availability of said parts I don't see a reason to use
      the 1/8 inch stuff. I'll say it again. There has never been an inflight structural
      failure of a Piet. Just make sure you use jury struts. The cables you are
      asking about are there to keep the wing square on the fuselage. That is their
      big job. Mr Pietenpol was a very smart man. Keep up the good work. 
      
      Other opinions are most certainly welcome.
      
      --------
      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=424254#424254
      
      
________________________________________________________________________________
Date: 
Jun 02, 2014
Subject: 
Re: Wing Strut Cable Size/Type
From: 
Dennis Vetter <minimax103(at)hotmail.com>
      
      
      Sent from my U.S. Cellular=C2=AE smartphone
      
      Michael Perez  wrote:
      
      Thank you Scott. I am using an A65. I am curious if there was a reason most
       people switched from the plans 3/32" to 1/8" cable. Were there issues/ con
      cerns that made the switch necessary?
      
      
      If God is your co-pilot...switch seats.
      Mike Perez
      Karetaker Aero
      STILL Building...
      
________________________________________________________________________________
Subject: 
Re: Scott's Plane
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 02, 2014
      
      
      I am greatly intrigued by those ailerons!  They look like Frise style, and in any
      case those are the stubbiest aileron control horns I've seen on any of these
      Piet or Grega airplanes.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424257#424257
      
      
________________________________________________________________________________
Subject: 
Re: Wing Strut Cable Size/Type
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 02, 2014
      
      
      I had never noticed that there is a difference between the plans and common practice.
      Hmmm... I've always looked at my 1/8" brace cables and gotten a warm fuzzy
      feeling from them keeping everything square and taut out there.  They twang
      with a nice low 'thummm' that sounds strong to me.  I checked the catalog strength
      and 1/8" provides twice the breaking strength (2000 lbs) as 3/32" (1000).
      If you figure each of the four wires is about 10' long and the difference
      in weight is about .012 lb/ft, you're looking at a total difference of about
      a half-pound between using the two different diameters.  Maybe a bit more if you
      figure the thimbles and nicopress sleeves for the two sizes.
      
      It's your call.  I'd be curious to hear from any others who are flying Piets with
      the smaller diameter wires.  And like Scott, I would say if you're flying a
      higher-powered ship, go with the 1/8".  Drag increases as the square of velocity,
      so if an A65 Piet cruises at 65 and a Corvair Piet cruises at 75, the Corvair
      Piet will experience 33% higher drag force, theoretically.  If the 3/32"
      wire had a safety factor of 2 on the A65 Piet, with higher cruise drag on the
      wings the safety factor would decrease to about 1.5 if the A65 was replaced with
      a Corvair.  Or something like that.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424260#424260
      
      
________________________________________________________________________________
Subject: 
Re: Scott's Plane
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jun 02, 2014
      
      
      Good eye Oscar,
      My airplane is a bit of a hybrid. The wings are built from cub parts using the
      "Reed Clipped Wing Cub Plans" with Piet type wing tips. It has a great roll rate
      and the ailerons are as you describe. I have a very different snowflake. I
      think snowflake is how Mike Cuy describes them.
      
      --------
      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=424261#424261
      
      
________________________________________________________________________________
Subject: 
Re: Wing Strut Cable Size/Type
From: 
Gary Boothe <gboothe5(at)comcast.net>
Date: 
Jun 02, 2014
      
      
      Mine is Corvair powered and 3/32 throughout...everything! No broken cables yet...
      
      Gary
      NX308MB
      
      Sent from my iPhone
      
      > On Jun 2, 2014, at 8:28 PM, "taildrags"  wrote:
      > 
      > 
      > I had never noticed that there is a difference between the plans and common practice.
      Hmmm... I've always looked at my 1/8" brace cables and gotten a warm
      fuzzy feeling from them keeping everything square and taut out there.  They twang
      with a nice low 'thummm' that sounds strong to me.  I checked the catalog
      strength and 1/8" provides twice the breaking strength (2000 lbs) as 3/32" (1000).
      If you figure each of the four wires is about 10' long and the difference
      in weight is about .012 lb/ft, you're looking at a total difference of about
      a half-pound between using the two different diameters.  Maybe a bit more if
      you figure the thimbles and nicopress sleeves for the two sizes.
      > 
      > It's your call.  I'd be curious to hear from any others who are flying Piets
      with the smaller diameter wires.  And like Scott, I would say if you're flying
      a higher-powered ship, go with the 1/8".  Drag increases as the square of velocity,
      so if an A65 Piet cruises at 65 and a Corvair Piet cruises at 75, the Corvair
      Piet will experience 33% higher drag force, theoretically.  If the 3/32"
      wire had a safety factor of 2 on the A65 Piet, with higher cruise drag on the
      wings the safety factor would decrease to about 1.5 if the A65 was replaced
      with a Corvair.  Or something like that.
      > 
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=424260#424260
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Wing Strut Cable Size/Type
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 02, 2014
      
      
      Gary; that's only because you haven't put your airplane into a do-or-die dive straight
      for a Hun ammo train racing for the border, with only you and your airplane
      between the enemy howitzers and the rounds that they so desperately need
      to stop the Allied advance!
      
      Will you hear the loud complaining of those over-stressed cables as the airspeed
      climbs over 95 to 100, and then even unbelievably touches 105 as the locomotive
      comes into your sights- and your altimeter unwinding so fast that the needles
      are a blur?
      
      And will you be able to safely pull it out after sending your bomb straight for
      the locomotive's boiler?  I'll bet you'll be wishing you had that extra 1/32"
      of diameter that you left on the cable spool at the hangar... ;o)
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424264#424264
      
      
________________________________________________________________________________
Date: 
Jun 03, 2014
Subject: 
Re: Scott's Plane
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      No Gap seals?
      
      Steve D
      
      On Mon, Jun 2, 2014 at 4:33 PM, Catdesigns  wrote:
      
      >
      > My brother sent me this picture of Scott Liefeld plane parked at a fly-in
      > over the weekend.  Notice how many people are are around Scott's plane
      > versus to the ones in the background.  People know whats good.
      >
      > If you attend the West Coast Pietenpol Gathering at Frazier Lake this
      > Saturday you too can see this unique bird.
      >
      > --------
      > Chris
      > Sacramento, CA
      > WestCoastPiet.com
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=424236#424236
      >
      >
      > Attachments:
      >
      > http://forums.matronics.com//files/photo_4_111.jpg
      >
      >
      
      
      -- 
       Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jun 03, 2014
Subject: 
Re: Wing Strut Cable Size/Type
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Scott, does anyone have a accident study for the Pietenpol? I would be
      interested for safety reasons. In order to live longer I would like to know
      what to stay away from.
      
      IE Don't drink and drive/fly.
      Flying a piet with no electrics into a thunderstorm is a bad idea.
      Running out of fuel
      Water contamination of fuel.
      Stall spin incidents.
      controlled flight into terrain
      Blue Skies,
      Steve D
      On Mon, Jun 2, 2014 at 9:08 PM, AircamperN11MS 
      wrote:
      
      > Scott.liefeld(at)lacity.org>
      >
      > Mike,
      > With that engine and the availability of said parts I don't see a reason
      > to use the 1/8 inch stuff. I'll say it again. There has never been an
      > inflight structural failure of a Piet. Just make sure you use jury struts.
      > The cables you are asking about are there to keep the wing square on the
      > fuselage. That is their big job. Mr Pietenpol was a very smart man. Keep up
      > the good work.
      >
      > Other opinions are most certainly welcome.
      >
      > --------
      > 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=424254#424254
      >
      >
      
      
      -- 
       Blue Skies,
      Steve D
      
________________________________________________________________________________
Subject: 
Re: Wing Strut Cable Size/Type
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jun 03, 2014
      
      
      Steve,
      
      Go to this link and type in Pietenpol for aircraft type.
      
      http://www.ntsb.gov/aviationquery/index.aspx
      
      --------
      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=424288#424288
      
      
________________________________________________________________________________
Subject: 
Re: Scott's Plane
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jun 03, 2014
      
      
      Steve,
      
      Gap seals are not needed with the Frise type ailerons.  Take a look at a cub and
      you will notice that when the trailing edge of the aileron is up, the leading
      edge of the aileron is actually below the bottom surface of the wing.  It works
      quite well.
      
      --------
      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=424289#424289
      
      
________________________________________________________________________________
Subject: 
Re: Heat Muff Material
From: 
"PatrickW" <pwhoyt(at)yahoo.com>
Date: 
Jun 03, 2014
      
      
      I re-did my heat muff this winter, with much improvement made.  Perhaps something
      similar would work for you.
      
      Here's what I did:  http://www.eaa25.org/wp-content/uploads/2014/01/OnFinal201401.pdf
      
      Carb heat is a lot more effective now, too.
      
      - Pat
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424295#424295
      
      
________________________________________________________________________________
From: 
"Douwe Blumberg" <douweblumberg(at)earthlink.net>
Subject: 
cooling eyebrows
Date: 
Jun 03, 2014
      
      I believe I've mentioned this before, but "RE-PIET" began life without
      cooling eyebrows because I liked the "clean cylinder" look so much.  Based
      on the Rose Parakeet, I omitted the eyebrows, but installed a temporary CHT
      to see how things went.
      
      
      Long story short, RE-PIET now sports cooling eyebrows and intercylinder
      baffling.
      
      
      Even in fall temps, the CHT would climb pretty high during a longish climb.
      I figured that didn't bode well for summer flying so made up a set of
      eyebrows, installed the intercylinder  baffling and have enjoyed worry free
      temps ever since.
      
      
      That's my story, your mileage may vary.
      
      
      $.02
      
      
________________________________________________________________________________
From: 
"Douwe Blumberg" <douweblumberg(at)earthlink.net>
Subject: 
Cooling eyebrows
Date: 
Jun 03, 2014
      
          
      Hello good people,
      
      I think I touched on this a bit ago, but here goes again.
      
      RE-PIET was built without cooling eyebrows because I loved the clean
      cylinder look.  Based on the Rose Parkeet design, a UK piet and some others,
      that cooling would be sufficient without them.  To ck the temps, I installed
      a temp CHT.
      
      To make a long story short, RE-PIET now has cooling eyebrows...
      
      Even in moderate fall temps, the CHT would climb too high during a long
      climb, which made me doubtful they'd remain okay when summer rolled around.
      I made a set of eyebrows and installed intercylinder baffling and have
      enjoyed good temps ever since.
      
      I've attached before and after pics.
      
      That's my story, your mileage may vary.
      
      $.02
      
      Douwe
      
      
________________________________________________________________________________
From: 
"Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Subject: 
aviator friend of Douwe's
Date: 
Jun 03, 2014
      
      
      Douwe!    I see you must have landed at Dewey Davenport's Airport where he 
      keeps his Pietenpol, Champ and Travel Air 4000 eh?
      
      
      Dewey was at the same air show I was at two weekends ago----Lorain Co. Air 
      Show, Ohio and his orange and white Travel Air is GORGEOUS!!!
      
      
      Mike C.
      
      
      [cid:image001.png(at)01CF7F27.DECF1880]
      
      
      [cid:image002.png(at)01CF7F27.DECF1880]
      
________________________________________________________________________________
Subject: 
Re: Wing Strut Cable Size/Type
From: 
"Catdesigns" <Catdesigns(at)att.net>
Date: 
Jun 03, 2014
      
      
      Steve 
      
      This list/research was done in 2003.
      
      http://nx770cg.com/Accidents.html
      
      --------
      Chris
      Sacramento, CA
      WestCoastPiet.com
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424306#424306
      
      
________________________________________________________________________________
Subject: 
Re: Wing Strut Cable Size/Type
From: 
"aerocarjake" <flight.jake(at)gmail.com>
Date: 
Jun 03, 2014
      
      
      Thanks.... 
      
      Data and knowledge of those who came before us is very helpful. Hope to not ever
      be part of one of these accident lists...!
      
      J
      
      --------
      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=424318#424318
      
      
________________________________________________________________________________
From: 
"Boatright, Jeffrey" <jeffboatright(at)emory.edu>
Subject: 
Current draw of a White-Rodgers continuous duty DC  contactor/solenoid/relay
Date: 
Jun 03, 2014
      
      
      In preparing for a long cross country, I am try to determine total
      electrical power needs for my system (I dont have onboard charging
      capability).
      
      Many aircraft, including my Piet, have a White-Rodgers (P/N 70-11126-5)
      continuous duty DC contactor that is used as a master switch relay. I
      think they are common on Pipers and Cessnas.
      
      Does anyone know what the current draw is on the low amperage side? That
      is, how much current is drawn to energize the coil in order to close the
      heavy-amperage contacts? I guess I could hook up a meter across the master
      switch poles, flip the switch, and see what I amperage reads on the meter,
      right?
      
      Thanks,
      
      Jeff
      
      --
      
      Jeffrey H. Boatright, PhD, FARVO
      Professor of Ophthalmology
      Emory University School of Medicine
      
      
      On 6/3/14, 3:42 PM, "aerocarjake"  wrote:
      
      >
      >
      >Thanks....
      >
      >Data and knowledge of those who came before us is very helpful. Hope to
      >not ever be part of one of these accident lists...!
      >
      >J
      >
      >--------
      >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=424318#424318
      >
      >
      
      
      ________________________________
      
      This e-mail message (including any attachments) is for the sole use of
      the intended recipient(s) and may contain confidential and privileged
      information. If the reader of this message is not the intended
      recipient, you are hereby notified that any dissemination, distribution
      or copying of this message (including any attachments) is strictly
      prohibited.
      
      If you have received this message in error, please contact
      the sender by reply e-mail message and destroy all copies of the
      original message (including attachments).
      
      
________________________________________________________________________________
Date: 
Jun 03, 2014
Subject: 
Re: Current draw of a White-Rodgers continuous duty  DC
      contactor/solenoid/relay
From: 
Ned Lebens <nlebens(at)gmail.com>
      
      Looks like the coil is 16 ohms at 25C if the data in the link below is to
      be believed.  Apparently 70-11126-5A is Stancor 70-918.  Current would be
      your battery voltage divided by 16 ohms, or about 0.78A.
      
      http://www.texasindustrialelectric.com/stancor_relays.asp
      
      Ned
      
________________________________________________________________________________
From: 
"Boatright, Jeffrey" <jeffboatright(at)emory.edu>
Subject: 
Re: Current draw of a White-Rodgers continuous duty  
      DC contactor/solenoid/relay
Date: 
Jun 03, 2014
      
      Thanks Ned!
      
      Sent from an iPhone with a spelling problem
      
      On Jun 3, 2014, at 4:24 PM, "Ned Lebens" > wrote:
      
      Looks like the coil is 16 ohms at 25C if the data in the link below is to b
      e believed.  Apparently 70-11126-5A is Stancor 70-918.  Current would be yo
      ur battery voltage divided by 16 ohms, or about 0.78A.
      
      http://www.texasindustrialelectric.com/stancor_relays.asp
      
      Ned
      
      
      ________________________________
      
      This e-mail message (including any attachments) is for the sole use of
      the intended recipient(s) and may contain confidential and privileged
      information. If the reader of this message is not the intended
      recipient, you are hereby notified that any dissemination, distribution
      or copying of this message (including any attachments) is strictly
      prohibited.
      
      If you have received this message in error, please contact
      the sender by reply e-mail message and destroy all copies of the
      original message (including attachments).
      
________________________________________________________________________________
Date: 
Jun 03, 2014
Subject: 
Re: Current draw of a White-Rodgers continuous duty  DC
      contactor/solenoid/relay
From: 
Ned Lebens <nlebens(at)gmail.com>
      
      In case anyone is interested, I found the real datasheet:
      
      http://www.emersonclimate.com/Documents/White-Rodgers/sell_sheets/R-4003web.pdf
      
      Coil is still 16 ohms.
      
________________________________________________________________________________
Date: 
Jun 03, 2014
Subject: 
Re: Wing Strut Cable Size/Type
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Attached is what I thot to be of intereste from the accident lists. I may
      look at categorizing them some later (IE # of spins, Ground loops and so
      on,)
      
      Blue Skies,
      Steve D
      
      On Tue, Jun 3, 2014 at 11:49 AM, Catdesigns  wrote:
      
      >
      > Steve
      >
      > This list/research was done in 2003.
      >
      > http://nx770cg.com/Accidents.html
      >
      > --------
      > Chris
      > Sacramento, CA
      > WestCoastPiet.com
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=424306#424306
      >
      >
      
      
      -- 
       Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jun 03, 2014
From: 
Douwe Blumberg <douweblumberg(at)earthlink.net>
Subject: 
old style voltage regulator
      
      
      does anyone have an old style (non electronic/points type) voltage regulator in
      good shape they want to sell?
      
      I have one but the points are worn pretty low and I'd like to know I won't have
      to replace it for a while.
      
      Thanks,
      
      Douwe
      
      
________________________________________________________________________________
From: 
"Clif Dawson" <cdawson5854(at)shaw.ca>
Subject: 
Re: Heat Muff Material
Date: 
Jun 03, 2014
      
      
      If you do want to use a wire coil, a good candidate is a
      drier element or pottery kiln element. These are alloyed
      to function at very high temps for years. Usually  of a nickel chrome 
      material, corrosion is unlikely.
      
      Clif
      When I was younger, I could remember anything,
      whether it happened or not.
                                               Mark Twain
      
      > I re-did my heat muff this winter, with much improvement made.  Perhaps 
      > something similar would work for you.
      >
      > Here's what I did: 
      > http://www.eaa25.org/wp-content/uploads/2014/01/OnFinal201401.pdf
      >
      > Carb heat is a lot more effective now, too.
      >
      > - Pat
      
      
________________________________________________________________________________
Date: 
Jun 04, 2014
Subject: 
sealing the bottom of a hangar door.
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      I have a new hangar with a door that manually bifolds horizontally. Well
      designed system that opens easily.  However, there is a gap at the bottom
      that allows dirt and water to blow under the door.  I have sealed the
      bottom of the door by slicing a foam swimming "noodle" lenghtwise and
      wedging it on the steel bottom of the door then taping it in place. $10
      invested plus time.
      
      Seems to work well after a week of testing.  One thundershower and a week
      of normal wind. Much less dirt under the door. I will let y'all know how it
      ages. Sunlight exposure is my only concern. Others at my airport have used
      indoor/outdoor carpet as a sweeper. If the noodles don't work, I will
      probably switch to that.
      
      -- 
       Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jun 04, 2014
Subject: 
Accident discussions
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Fellow Pieters,
      
       I reviewed the NTSB list of accidents for Pietenpol type aircraft (note
      there appear to be some Grega included.) and looked at the contributing
      causes. Please note there were several cases where there were multiple
      causes for the accident, So some accidents ahve been put into two
      catergores, IE airspeed INOP and Stall spin,
      
      The largest group was Stall/Spin with 16 cases. Here are the situations
      described:
      
      
      1 steep turns at 500 ft.
      
      1 in pattern (unauthorized use of plane, 0 hours in type)
      
      2 Low pass first flight
      
      1 loss of power, first flight low turn
      
      1 airspeed INOP, first flight in 6 years,
      
      1 on climbout, DEMO FLIGHT
      
      4 on climbout (1 fatal)
      
      1 Low turns
      
      2. on final one instruments INOP, one Loss of power.
      
      1 aerobatics
      
      1 distracted by loose spark plug, loss of power
      
      This is far from scientific, but to prod discussion.
      
      -- 
       Blue Skies,
      Steve D
      
________________________________________________________________________________
Subject: 
Re: Accident discussions
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 04, 2014
      
      
      Steve; not much to discuss, is there?  Since this is the Pietenpol forum, let's
      see which of the stall-spin accidents are attributable to the Pietenpol.  Review
      the list yourself... I come up with a grand total of ZERO stall-spins that
      are the airplane's fault or due to any characteristic that is peculiar to the
      Air Camper.
      
      85 years of building and flying this simple airplane and people still get distracted,
      try stupid stuff, try to pick up a low wing or tighten a turn with aileron,
      and don't control their airspeed.  It's just not the airplane's fault.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424357#424357
      
      
________________________________________________________________________________
From: 
Doug <chiefpepperhead(at)hotmail.com>
Subject: 
Accident discussions
Date: 
Jun 04, 2014
      
      Loss of control seems to be a dominant theme in certificated air craft as w
      ell.   Always baffled me and continues to baffle the experts as well.  I al
      ways knew what my airplane felt=2C sounded and smelled like close to a stal
      l.  First thing I did with a new airplane was extensively explore flight at
       minimum controllable airspeed.  Certainly wouldn't do it immediately with 
      an airplane I built=2C but would explore it as flight testing progressed.  
      Us bush pilots spend a lot of time in the area of reverse command.  Best to
       know it well.
       Haven't been on here in a few months.  Nice to be back.
      
      Doug Dever
      =0A
      In beautiful Stow Ohio
      
      
      Date: Wed=2C 4 Jun 2014 12:17:07 -0500
      Subject: Pietenpol-List: Accident discussions
      From: steven.d.dortch(at)gmail.com
      
      Fellow Pieters=2C =0A
       =0A
       I reviewed the NTSB list of accidents for Pietenpol type aircraft (note th
      ere appear to be some Grega included.) and looked at the contributing cause
      s. Please note there were several cases where there were multiple causes fo
      r the accident=2C So some accidents ahve been put into two catergores=2C IE
       airspeed INOP and Stall spin=2C=0A
      =0A
       =0A
      The largest group was Stall/Spin with 16 cases. Here are the situations des
      cribed:=0A
       =0A
      =0A
      1 steep turns at 500 ft.=0A
      1 in pattern (unauthorized use of plane=2C 0 hours in type)=0A
      2 Low pass first flight=0A
      1 loss of power=2C first flight low turn=0A
      1 airspeed INOP=2C first flight in 6 years=2C =0A
      1 on climbout=2C DEMO FLIGHT =0A
      4 on climbout (1 fatal) =0A
      1 Low turns=0A
      2. on final one instruments INOP=2C one Loss of power.=0A
      1 aerobatics=0A
      1 distracted by loose spark plug=2C loss of power=0A
       =0A
      This is far from scientific=2C but to prod discussion. 
      -- 
      =0A
      =0A
      Blue Skies=2C
      Steve D
      =0A
      =0A
      =0A
      =0A
      ============0A
      ============0A
      ============0A
      ============0A
      =0A
       		 	   		  
      
________________________________________________________________________________
Date: 
Jun 04, 2014
Subject: 
Re: Accident discussions
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Oscar, At the recent AOPA fly in at San Marcos, Rod Machado gave a great
      talk on a technique that prevents 100% of spins. It is called "centering
      the ball, using the rudder.  He described all the areas of flight and the
      risks of a stall. Yes you can stall the plane BUT if the plane is in
      coordinated flight IT WILL NOT SPIN. He pushes for a renuwal of old
      fashoned Stick and rudder skills.
      
      The stall/ spin accients seem to come from
      
      
       4 stalls due to low time in Piet/first flgiht/rusty
      The only thing that could be done about Low time/first flight/rusty is make
      sure you are ready. I am going to get 2 or 3 hours in a Piper Cub in a
      couple of weeks. Then I will mooch rides with a buddy in his Champ until I
      fly my Piet. DON'T do what someof these guys did. They spent time building
      a plane and not flying
      
      4 or 5 stalls invovled distraction due to Loss of power/running rough, Demo
      flight, or instruments INOP
      As far as distraction, Fly the plane! Even when the engine is running
      rough.  Make sure it is airworthy (Instruments work) and FLY THE PLANE.
      
       3 stalls during Maneuvering flight.  pattern work, Steep turns, Low passes
      and aerobatics.
      Keep your speed up, Lest the ground rise up and smite thee!
      
      Blue Skies,
      Steve D.
      
________________________________________________________________________________
Subject: 
Re: Accident discussions
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 04, 2014
      
      
      Doug;
      
      Since you mention the region of reversed command, I'll relate part of a discussion
      that I once had with another taildragger pilot when discussing what happens
      after the mains touch down.  He said that he immediately eases stick forward
      to reduce wing lift and plant the mains, and I suppose that would be correct
      as long as there is excess lift remaining.  My counterpoint to his statement was
      that if you were coming back on the stick to slow the airplane to plant the
      mains, you'd better keep coming back on it or it's going to bounce since bringing
      the stick forward would get the wing flying again and up you go.  I told
      him it was operation in the region of reversed command and he said that was completely
      the opposite of what I was saying ;o)
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424360#424360
      
      
________________________________________________________________________________
Date: 
Jun 04, 2014
Subject: 
Re: Accident discussions
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Doug and Oscar, I am always amazed when I mentioned the zone of reversed
      comand and a fellow pilot gives me that "dick in the forehead" look. Many
      seem to come from the pilot mills and have often gotten their ticket in a
      minimum of time. They also tend to be training gear (tricycle)  "Feet on
      the floor" types. I guess I learned that by being the slow kid in the
      class.
      
      My flight instructor worked me extensively in the low and slow
      configuration. I love doing touch and goes and flying the airspeed by the
      angle of the wing and the glideslope with throttle.
      
      Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jun 04, 2014
Subject: 
Re: Accident discussions
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Among Engine problems causing crashes the main areas are:
      
      Mechanical problem
      1 Carb needle stuck,
      
      1 Fuel vent blocked-starvation  (wasp nest)
      
      1 Mag problem
      
      1 Loose sparkplug
      A Good preflight would have stopped at least two of these. The pilot
      usually did not "Fly the plane as far into the crash as possible" Otherwise
      easy landings were screwed up.
      
       Pilot head up and locked.
      1 Carb ice
      3 ran out of fuel (Landed OK then crashed on takeoff)
      Uh don't take off without gas and Use your carb heat, Especially if the
      charts say you are in the icing zone. Today is 90degrees and humid Here in
      SA. Good day for ice.
      
      1 unexplained power loss
      I think the pilot should be forced to explaine the power loss!
      Actually the pilot/owners of this plane would not talk to the FAA and the
      FAA never did figure out who was flying.
      
      Blue Skies,
      Steve D
      
________________________________________________________________________________
Subject: 
Re: Accident discussions
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 04, 2014
      
      
      Steve; please review the accident statistics on file, boil them down, and prepare
      a spreadsheet, graph, bar chart, pie chart, or tabulation of accidents, fatal
      or otherwise, in which a deficiency in the design of a Pietenpol Air Camper
      or a Grega GN-1 was the proximate cause of the accident or incident.  If you
      want, I'll save you some time: pull a clean piece of paper out of your printer,
      lay it face down on your Xerox and scan it to .jpg... that's the result you'll
      get.
      
      I think what brings this issue up every now and then is when new builders, or dreamers,
      or planners, or pilots, are wondering if this airplane is less safe,
      or less forgiving, or structurally weaker, or trickier to fly than others that
      they could build, or dream about, or plan for, or fly.
      
      Neither the FAA nor the NTSB will ever be able to take the smile off of Mr. Pietenpol's
      face as he rests in peace, and he did us all a favor by sharing his creation
      with us.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424366#424366
      
      
________________________________________________________________________________
Subject: 
Re: Accident discussions
From: 
Gary Boothe <gboothe5(at)comcast.net>
Date: 
Jun 04, 2014
      
      
      You're right, Oscar. A similar search with other A/C, such as Cub, Champ, and T-craft,
      would produce the same results.
      
      Gary
      NX308MB
      
      Sent from my iPhone
      
      > On Jun 4, 2014, at 2:58 PM, "taildrags"  wrote:
      > 
      > 
      > Steve; please review the accident statistics on file, boil them down, and prepare
      a spreadsheet, graph, bar chart, pie chart, or tabulation of accidents, fatal
      or otherwise, in which a deficiency in the design of a Pietenpol Air Camper
      or a Grega GN-1 was the proximate cause of the accident or incident.  If you
      want, I'll save you some time: pull a clean piece of paper out of your printer,
      lay it face down on your Xerox and scan it to .jpg... that's the result you'll
      get.
      > 
      > I think what brings this issue up every now and then is when new builders, or
      dreamers, or planners, or pilots, are wondering if this airplane is less safe,
      or less forgiving, or structurally weaker, or trickier to fly than others that
      they could build, or dream about, or plan for, or fly.
      > 
      > Neither the FAA nor the NTSB will ever be able to take the smile off of Mr. Pietenpol's
      face as he rests in peace, and he did us all a favor by sharing his
      creation with us.
      > 
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=424366#424366
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
Doug <chiefpepperhead(at)hotmail.com>
Subject: 
Re: Accident discussions
Date: 
Jun 04, 2014
      
      
      Didn't know they stopped teaching this..
      
      Doug Dever
      =0A
      In beautiful Stow Ohio
      
      
      Date: Wed=2C 4 Jun 2014 15:07:57 -0500
      Subject: Re: Pietenpol-List: Re: Accident discussions
      From: steven.d.dortch(at)gmail.com
      
      Oscar=2C At the recent AOPA fly in at San Marcos=2C Rod Machado gave a grea
      t talk on a technique that prevents 100% of spins. It is called "centering 
      the ball=2C using the rudder.  He described all the areas of flight and the
       risks of a stall. Yes you can stall the plane BUT if the plane is in coord
      inated flight IT WILL NOT SPIN. He pushes for a renuwal of old fashoned Sti
      ck and rudder skills. =0A
      =0A
       =0A
      The stall/ spin accients seem to come from =0A
       =0A
       =0A
      =0A
      4 stalls due to low time in Piet/first flgiht/rustyThe only thing that coul
      d be done about Low time/first flight/rusty is make sure you are ready. I a
      m going to get 2 or 3 hours in a Piper Cub in a couple of weeks. Then I wil
      l mooch rides with a buddy in his Champ until I fly my Piet. DON'T do what 
      someof these guys did. They spent time building a plane and not flying =0A
      =0A
       =0A
      4 or 5 stalls invovled distraction due to Loss of power/running rough=2C De
      mo flight=2C or instruments INOP
      As far as distraction=2C Fly the plane! Even when the engine is running rou
      gh.  Make sure it is airworthy (Instruments work) and FLY THE PLANE. =0A
      =0A
       =0A
      =0A
      3 stalls during Maneuvering flight.  pattern work=2C Steep turns=2C Low pas
      ses and aerobatics. =0A
      Keep your speed up=2C Lest the ground rise up and smite thee!=0A
       =0A
      Blue Skies=2C=0A
      Steve D.=0A
      =0A
      =0A
      =0A
      ============0A
      ============0A
      ============0A
      ============0A
      =0A
       		 	   		  
      
________________________________________________________________________________
Subject: 
Re: Accident discussions
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jun 04, 2014
      
      
      Steve,
      I have been around piets since the late 1960's. There are some others that have
      been around  longer but probably not too many. After thinking about the structural
      failure statement I made previously. I need to change that. I remember that
      a very long time ago (60's maybe) that someone did fold a wing in flight.
      It was a result of negative G's and the lack of jury struts. As a result I don't
      think that there is a Piet flying today without them. 
      My question to the group now is. Do the supplemental plans now show jury struts
      installed?
      
      Cheers,
      
      --------
      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=424371#424371
      
      
________________________________________________________________________________
Subject: 
Randy Bush's Piet
From: 
"Bill Church" <billspiet(at)sympatico.ca>
Date: 
Jun 04, 2014
      
      
      Just received the latest edition of EAA's Experimenter, and lo and behold, there's
      an article featuring Randy Bush and his Pietenpol.
      Congratulations, Randy.
      You can access the magazine here:
      http://experimenter.epubxp.com/i/323139
      
      Bill C.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424373#424373
      
      
________________________________________________________________________________
Date: 
Jun 04, 2014
Subject: 
Re: Accident discussions
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Scott, Oscar, Doug, et al.
      Y'all mistake my examination of Pietenpol accidents as an attack upon the
      design. Au contraire, I am a firm believer in the design as printed and
      built by many. Show me where I stated that I there is a safety flaw with
      the pietenpol?
      
      I have taken a rational look at the accident record in an effort to discuss
      safety. Notice the first thing I discussed was Stall/Spins  the category
      with the most accidents. I don't think the 3 main wing shapes are bad.
      Indeed all evidence indicates they are very safe and predictable in a
      stall. Yet people keep stalling and spinning to the ground in Pietenpols.
      
      WHY? Looking at the date indicates that if you don't know how to fly a
      taildragger, or are very rusty, then you should get training in a similar
      aircraft before you fly that first hour in your Pietenpol. 4 of 9 spin
      accidents were done in the first hour the person flew a piet.
      
      4 (or 5) spin accidents happened when the  Pilot got distracted and forgot
      to fly the plane! So   The lesson here is to pay attention to flying the
      plane.
      
      
      4 accidents were during maneuvering flight. Not sure what to make of these.
      One was in the pattern. (Perhaps he was distracted) one was a stall showing
      off with a low pass. (all I can think is that he stalled during the
      pullout.) One during low turns. (Keep your speed up especially in turns, a
      45 degree bank will raise the stall speed by 50%) One was doing aerobatics
      that appear to have been stalls nibbling at the edge of spins, Then he was
      successful and spun the thing in.
      
      
      OF 9 Stall/Spin accidents only 1 was fatal. a testimony of the design. BTW
      this data was collected starting in 1969.
      The only Non engine mechanical incidents in the database are:  a broken
      wire due to a improperly installed turnbuckle. Two incidences of Push/pull
      elevator control system failures (On a Grega?) that resulted in two
      fatalities. and one hard landing where a bad weld allowed the gear to
      collapse.
      
      Nothing else was found. But we should look at  accident data for lessons.
      
      Y'all be careful out there, hear?
      
      Blue Skies,
      Steve D.
      
      
      On Wed, Jun 4, 2014 at 7:23 PM, AircamperN11MS 
      wrote:
      
      > Scott.liefeld(at)lacity.org>
      >
      > Steve,
      > I have been around piets since the late 1960's. There are some others that
      > have been around  longer but probably not too many. After thinking about
      > the structural failure statement I made previously. I need to change that.
      > I remember that a very long time ago (60's maybe) that someone did fold a
      > wing in flight. It was a result of negative G's and the lack of jury
      > struts. As a result I don't think that there is a Piet flying today without
      > them.
      > My question to the group now is. Do the supplemental plans now show jury
      > struts installed?
      >
      > Cheers,
      >
      > --------
      > 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=424371#424371
      >
      >
      
      
      -- 
      Blue Skies,
      Steve D
      
________________________________________________________________________________
Subject: 
Re: Accident discussions
From: 
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: 
Jun 04, 2014
      
      
      Steve,
      
      Two things come to mind as I read your posting-
      
      1. Keep the ball centered. Why do we need a Rod Machado presentation to remind
      us of this? That is basic piloting 101. But, obviously, the fact it is a topic
      tells us there is a problem. If your feet aren't involved in your flying, something
      is wrong. Simple as that.
      
      2. Airspeed control. Not having flown an open cockpit, I can only go with what
      other pilots tell me, but. I have heard that you can hear the right airspeed from
      the plane. The wires "singing" a certain tone at a certain airspeed. Listening
      for it is another skill that needs to be learned. But if that is not what
      you want to do, and you absolutely must have a gauge to tell you your airspeed
      and altitude, most of us carry a backup airspeed indicator in our pocket. And
      that is a smartphone with a GPS in it. There are any number of inexpensive and/or
      cheap apps that give you GPS speed and altitude. It may not be 100% accurate,
      but at least it avoids the "I crashed because my pitot static instruments
      failed" line on the NTSB report.
      
      Just a couple of thoughts that I had.
      
      --------
      Semper Fi,
      
      Terry Hand
      Athens, GA
      
      USMC, USMCR, ATP
      BVD DVD PDQ BBQ
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424375#424375
      
      
________________________________________________________________________________
Date: 
Jun 04, 2014
Subject: 
damaged tail
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Well, we had a tragedy in my work area. One of my boys made a mistake and
      the horizontal stabilizer was damaged. The "Spar" on the trailing edge is
      broken, not flopping, but cracked and bent, I will have to uncover it to
      see if that is all and to replace the broken piece. The top of the vertical
      stab is also scuffed and may have to be uncovered to inspect it.
      
      
      This has put enough behind that I will be lucky to get this plane flying by
      the end of summer.
      
      
      The boy has been tasked with working with me on the tail until it is ready
      to mount on the plane.
      
      
      I am almost sick to my stomach.
      
      
      But worse could happen.
      
      
      Blue Skies,
      
      Steve D
      
________________________________________________________________________________
Subject: 
Re: Accident discussions
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jun 04, 2014
      
      
      Steve, 
      Your response is why I like speaking in person rather then emails. I wasn't being
      confrontational. I was just pointing out that I now remember the accident where
      the wing folded in flight. Sorry about that. The accident you mention involving
      the folks who wouldn't talk to the faa. That accident airplane belonged
      to a good friend of mine who sold it to another one of my friends. It had never
      flown until the accident flight. It had a Corvair Engine on it and it iced
      up on take off. The engine did not have any carb heat on it.
      
      Yes there is a lot to learn from accident reports. Yes we should also build the
      best airplane we can and yes we should maintain our flying skills. 
      
      Come on out to Frazier Lake this weekend so we can talk in person. Things won't
      get lost in email translation. 
      
      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=424377#424377
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Randy Bush's Piet
Date: 
Jun 04, 2014
      
      
      Nice write-up...Congratulations, Randy!!
      
      Gary Boothe
      NX308MB
      
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Bill Church
      Sent: Wednesday, June 04, 2014 7:04 PM
      Subject: Pietenpol-List: Randy Bush's Piet
      
      --> 
      
      Just received the latest edition of EAA's Experimenter, and lo and behold,
      there's an article featuring Randy Bush and his Pietenpol.
      Congratulations, Randy.
      You can access the magazine here:
      http://experimenter.epubxp.com/i/323139
      
      Bill C.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424373#424373
      
      
________________________________________________________________________________
Date: 
Jun 04, 2014
Subject: 
Re: Accident discussions
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Terry, I was getting trained as a tailwheel pilot by an Old hand. Suddenly
      on final the airspeed went to Zero. he said "I have the plane!" took us
      around and landed. A yellowjacket had dead centered the Pitot tube. No big
      deal, but Lonnie just kept flying. He knew the plane.
      
      Blue skies,
      Steve D
      
      
      On Wed, Jun 4, 2014 at 10:18 PM, jarheadpilot82 
      wrote:
      
      > jarheadpilot82(at)hotmail.com>
      >
      > Steve,
      >
      > Two things come to mind as I read your posting-
      >
      > 1. Keep the ball centered. Why do we need a Rod Machado presentation to
      > remind us of this? That is basic piloting 101. But, obviously, the fact it
      > is a topic tells us there is a problem. If your feet aren't involved in
      > your flying, something is wrong. Simple as that.
      >
      > 2. Airspeed control. Not having flown an open cockpit, I can only go with
      > what other pilots tell me, but. I have heard that you can hear the right
      > airspeed from the plane. The wires "singing" a certain tone at a certain
      > airspeed. Listening for it is another skill that needs to be learned. But
      > if that is not what you want to do, and you absolutely must have a gauge to
      > tell you your airspeed and altitude, most of us carry a backup airspeed
      > indicator in our pocket. And that is a smartphone with a GPS in it. There
      > are any number of inexpensive and/or cheap apps that give you GPS speed and
      > altitude. It may not be 100% accurate, but at least it avoids the "I
      > crashed because my pitot static instruments failed" line on the NTSB report.
      >
      > Just a couple of thoughts that I had.
      >
      > --------
      > Semper Fi,
      >
      > Terry Hand
      > Athens, GA
      >
      > USMC, USMCR, ATP
      > BVD DVD PDQ BBQ
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=424375#424375
      >
      >
      
      
      -- 
      Blue Skies,
      Steve D
      
________________________________________________________________________________
Subject: 
Re: damaged tail
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 04, 2014
      
      
      Psshhh... no worries, Steve.  Wood and fabric repairs are part and parcel of hanging
      around these airplanes.  It is very easy to make wood repairs and in the
      process you learn how to do stitching, fabric patching, and wood gluing.  All
      very useful skills and the stomach sickness goes away after you get the courage
      to take a razor to the fabric to see what it looks like inside.  Been there,
      done that, piece of cake.  Take a deep breath and just start fixing things.
      
      Take a look at http://www.flysquirrel.net/piets/repairs/repairs.html for the part about repairing the damage to my vertical stabilizer and re-covering it,
      
      and http://www.flysquirrel.net/piets/repairs/rudder.html for cutting open my rudder to remove a bent control horn and then making repairs.  No worries, mate!
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424380#424380
      
      
________________________________________________________________________________
Date: 
Jun 04, 2014
From: 
jim hyde <jnl96(at)yahoo.com>
Subject: 
Re: damaged tail
      
      just follow the 43-13-1b and all will be fine=0A =0A=0A=0AOn Wednesday, Jun
      e 4, 2014 10:24 PM, Steven Dortch  wrote:=0A  
      =0A=0A=0AWell, we had=0Aa tragedy in my work area. One of my boys made a mi
      stake and the horizontal stabilizer=0Awas damaged. The "Spar" on the traili
      ng edge is broken, not flopping,=0Abut cracked and bent, I will have to unc
      over it to see if that is all and to=0Areplace the broken piece. The top of
       the vertical stab is also scuffed and may=0Ahave to be uncovered to inspec
      t it. =0A-=0AThis has put=0Aenough behind that I will be lucky to get thi
      s plane flying by the end of=0Asummer. =0A-=0AThe boy has=0Abeen tasked w
      ith working with me on the tail until it is ready to mount on the=0Aplane. 
      =0A-=0AI am almost=0Asick to my stomach. =0A-=0ABut worse=0Acould happe
      ==== 
      
________________________________________________________________________________
Date: 
Jun 05, 2014
Subject: 
Re: damaged tail
From: 
John Kuhfahl <kuhlcouper(at)gmail.com>
      
      I'm here steve--no problemo--I break and fix lots'o'stuff. Call me...
      
      
      On Wed, Jun 4, 2014 at 10:18 PM, Steven Dortch 
      wrote:
      
      > Well, we had a tragedy in my work area. One of my boys made a mistake and
      > the horizontal stabilizer was damaged. The "Spar" on the trailing edge is
      > broken, not flopping, but cracked and bent, I will have to uncover it to
      > see if that is all and to replace the broken piece. The top of the vertical
      > stab is also scuffed and may have to be uncovered to inspect it.
      >
      >
      > This has put enough behind that I will be lucky to get this plane flying
      > by the end of summer.
      >
      >
      > The boy has been tasked with working with me on the tail until it is ready
      > to mount on the plane.
      >
      >
      > I am almost sick to my stomach.
      >
      >
      > But worse could happen.
      >
      >
      > Blue Skies,
      >
      > Steve D
      >
      >  *
      >
      >
      > *
      >
      >
      
      
      -- 
      John Kuhfahl, Lt Col USAF (Ret),
      President, KUHLCOUPER LLC
      
________________________________________________________________________________
Subject: 
Re: Accident discussions
From: 
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: 
Jun 05, 2014
      
      
      Steve,
      
      Great story. My point exactly.
      
      --------
      Semper Fi,
      
      Terry Hand
      Athens, GA
      
      USMC, USMCR, ATP
      BVD DVD PDQ BBQ
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424384#424384
      
      
________________________________________________________________________________
From: 
"Douwe Blumberg" <douweblumberg(at)earthlink.net>
Subject: 
Dewey's place
Date: 
Jun 05, 2014
      
      Good eye Mikeee!
      
      
      Yes, that is Dewey's place in the picture.  I didn't see a biplane though,
      just his champ and his Piet.  It was a pretty chilly day, but we all
      pressured him into some Piet formation flying for some photos.
      
      
      Visiting his place was my first adventure flying with some other planes in
      RE-PIET.  There were about three or four old planes from Waynesville to his
      place.  Super nice guy and a great little runway.
      
      
      He was actually a witness to my instructor spinning RE-PIET.  He got kinda
      ticked and turned to me saying "you shouldn't let him do that" to which I
      answered honestly "I had no idea he was GOING to do that!".
      
      
      I hope to visit his place this summer.
      
      
      Douwe
      
      
________________________________________________________________________________
From: 
"Douwe Blumberg" <douweblumberg(at)earthlink.net>
Subject: 
damage repair
Date: 
Jun 05, 2014
      
      Don't fret it Steve, that repair will go quick!  I promise!
      
      
      When you're building, or the plane is brand new, every bit of damage seems
      monumental, like you scratched your new Ferrari.  After a while, you start
      to realize these just make up the life history of your plane and that it is
      unlikely there will be no dents and dings to fix up through the years.
      
      
      I totally freaked over some little runs in the paint and pinked edges I
      failed to iron down like I should have.  Now, I don't even see them.
      
      
      While testing my new voltage regulator last week, I turned on the switch and
      was greeted by wafting smoke in the cockpit!  I immediately turned them off
      figuring "WHAT THE!!!"  Turned out that through a design mistake, I had
      turned two small holes in the fuselage covering.  I have a voltmeter next to
      my leg in the bulkhead.  The back with the wires protrudes into the forward
      cockpit and is uncovered.  MISTAKE!
      
      
      The passenger seatbelt fell in just a way to get itself jammed between the
      two contacts, shorting out the ground wire and when I turned on the power,
      it fried the insulation.  Since the wire ran between the fuselage wood and
      the covering, it burned two holes in the covering, smack dab on the side of
      the fuselage!.  I was actually pretty calm about it and yesterday it took me
      maybe three hours to replace the wire, mount the new regulator, dope on some
      patches, check everything out and button her up.
      
      
      She's got a couple of new "war wounds", but I'm fine with that.
      
      
      Douwe
      
      
________________________________________________________________________________
Date: 
Jun 05, 2014
Subject: 
Re: Randy Bush's Piet
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Good article, As with most Piet things, it helps motivate me.
      
      Blue Skies,
      Steve D.
      
      
      On Wed, Jun 4, 2014 at 10:33 PM, Gary Boothe  wrote:
      
      >
      > Nice write-up...Congratulations, Randy!!
      >
      > Gary Boothe
      > NX308MB
      >
      >
      > -----Original Message-----
      > From: owner-pietenpol-list-server(at)matronics.com
      > [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Bill
      > Church
      > Sent: Wednesday, June 04, 2014 7:04 PM
      > To: pietenpol-list(at)matronics.com
      > Subject: Pietenpol-List: Randy Bush's Piet
      >
      > --> 
      >
      > Just received the latest edition of EAA's Experimenter, and lo and behold,
      > there's an article featuring Randy Bush and his Pietenpol.
      > Congratulations, Randy.
      > You can access the magazine here:
      > http://experimenter.epubxp.com/i/323139
      >
      > Bill C.
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=424373#424373
      >
      >
      
      
      -- 
      Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jun 05, 2014
Subject: 
accident discussions V3
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Having discussed Stall/Spins and Power problems (engine quit or lower
      power.) and "structural" or non engine mechanical causesthe next area I
      separated out was accidents during landing.They have many
      
      
      8 Landing
      
      1 doing touch and gos, Just lost control I guess.
      
      1 landing into sun,
      
      2 Hard landings,
      
      1 Locked brakes-noseover,
      
      1 ground loop-noseover,
      
      1 ran out of fuel on final , undershot runway
      
      1 fuel starvation off airport, tried to =9Cstretch=9D glide pas
      t ditch, stalled
      into ditch.
      
      
      -- So to break this down
      . 2 involved the engine quitting due to fuel starvation and running out of
      fuel. With no power one undershot the runway, without more information I am
      not sure what to think of this.
      The other fell into the old trap of trying to get just a little more glide
      from the plane than was possible. While not super common this is a
      recurring theme. He was trying to fly past this ditch. I don't know that he
      had any other options. I might do the same, Might as well try to get past
      the ditch as hit the ditch and roll the plane.
      
      2 were hard landings, both involved damage to the landing gear. One was
      blamed on a bad weld, the other not. Other than practicing landings, I am
      not sure that this is a fixable area.
      
       1 loss of control blamed on landing into the sun.  (one other crash talked
      about sun glare as factor in hitting a pole and wires), Ground loop? I
      don't know, Wear sunglasses? Don't fly then? WHat do y'all think?
      
      1 locked the brakes and nosed over. I was taught that for a taildragger
      brakes are for taxiing and parking. they are not used for diretional
      control while taking off or landing.  NOTE My 1948 Vtail Bonanza does not
      have a steerable nosewheel I have to drag the brakes to steer the plane. On
      that plane i must use the brakes.
      1. ground loop with a nose over. Brakes again?
      
      Lessons learned. Stay off the brakes. stay ahead of the plane, don't run
      out of fuel.
      
       Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jun 05, 2014
Subject: 
Re: accident discussions V3
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Just a thot, in the case below could a ground loop have  been used to stop
      short of the ditch? What is the consensus on "Theraputic ground loops" to
      try to stop quicker?
      
      The other fell into the old trap of trying to get just a little more glide
      from the plane than was possible. While not super common this is a
      recurring theme. He was trying to fly past this ditch. I don't know that he
      had any other options. I might do the same, Might as well try to get past
      the ditch as hit the ditch and roll the plane.
      
      Steve D.
      
      
      On Thu, Jun 5, 2014 at 7:46 AM, Steven Dortch 
      wrote:
      
      > Having discussed Stall/Spins and Power problems (engine quit or lower
      > power.) and "structural" or non engine mechanical causesthe next area I
      > separated out was accidents during landing.They have many
      >
      >
      > 8 Landing
      >
      > 1 doing touch and gos, Just lost control I guess.
      >
      > 1 landing into sun,
      >
      > 2 Hard landings,
      >
      > 1 Locked brakes-noseover,
      >
      > 1 ground loop-noseover,
      >
      > 1 ran out of fuel on final , undershot runway
      >
      > 1 fuel starvation off airport, tried to =9Cstretch=9D glide p
      ast ditch,
      > stalled into ditch.
      >
      >
      > -- So to break this down
      > . 2 involved the engine quitting due to fuel starvation and running out o
      f
      > fuel. With no power one undershot the runway, without more information I 
      am
      > not sure what to think of this.
      > The other fell into the old trap of trying to get just a little more glid
      e
      > from the plane than was possible. While not super common this is a
      > recurring theme. He was trying to fly past this ditch. I don't know that 
      he
      > had any other options. I might do the same, Might as well try to get past
      > the ditch as hit the ditch and roll the plane.
      >
      > 2 were hard landings, both involved damage to the landing gear. One was
      > blamed on a bad weld, the other not. Other than practicing landings, I am
      > not sure that this is a fixable area.
      >
      >  1 loss of control blamed on landing into the sun.  (one other crash
      > talked about sun glare as factor in hitting a pole and wires), Ground
      > loop? I don't know, Wear sunglasses? Don't fly then? WHat do y'all think?
      >
      > 1 locked the brakes and nosed over. I was taught that for a taildragger
      > brakes are for taxiing and parking. they are not used for diretional
      > control while taking off or landing.  NOTE My 1948 Vtail Bonanza does not
      > have a steerable nosewheel I have to drag the brakes to steer the plane. 
      On
      > that plane i must use the brakes.
      > 1. ground loop with a nose over. Brakes again?
      >
      > Lessons learned. Stay off the brakes. stay ahead of the plane, don't run
      > out of fuel.
      >
      >  Blue Skies,
      > Steve D
      >
      > *
      >
      ===========
      .matronics.com/Navigator?Pietenpol-List>
      ===========
      ===========
      om/contribution>
      ===========
      >
      > *
      >
      >
      
      
      -- 
       Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jun 05, 2014
Subject: 
Accident discussion V4
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      2-I would call these  Controlled flight into terrain.
      
      1 fatal-Buzzing. he was distracted looking at the road grading crew he was
      buzzing.
      
      1 on final approach hit pole and wires, Sun glare.
      I guess the lesson is A. Fly the plane and buzzing is dangerous. B.
      Especially when landing into the sun, you might want to land long. Perhaps
      looking the landing area over on downwind would have helped.
      
      
      Please remember, I wasn=99t there, and I am just guessing in some cas
      es. You
      may know more about specific accidents that change the lesson.
      
      
      At first glance, the link on accidents sent by catdesigns AKA Chris to the
      accident information collected by Chuck Gantzer seem to follow the same
      pattern I saw in the data.http://nx770cg.com/Accidents.html  I would
      suggest anyone flying a Piet (or any small plane) read through this
      information just to have a better feel for what can bite you when flying a
      Piet (or any small plane).
      BTW Chuck Gantzers information is well presented.
      
      
      -- 
       Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jun 05, 2014
Subject: 
accident discussion V5
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Here are the ones that did not fit into any good category. Or I thought
      (spelled the formal way) that they were unusual enough to discuss again.
      
      EACH PLT THOUGHT THE OTHER WAS CONTROLLING THE ACFT-ground damage
      
      DEMO FLT FOR COPILOT.PLT WAITED TOO LONG BEFORE ATTEMPTING RECOVERY FM
      STALL.
      
      These all have one thing in common. First hour in the plane!
      FAILED TO OBTAIN/MAINTAIN FLYING SPEED, ATTEMPTED OPERATION W/KNOWN
      DEFICIENCIES IN EQUIPMENT, AIRCRAFT WAS NOT CERTIFICATED OR AIRWORTHY.
      First hour
      
      PILOT HAD FLOWN 1HR IN LAST SIX YRS.ENG TACH AND A/  AIRSPEED INDICATOR
      WERE MALFUNCTIONING
      
      
      Loose Spark plug, Stall/Spin LACK OF FAMILIARITY WITH AIRCRAFT first hour
      of flight
      
      unauthorized use of plane, Stall, spin. 0 time in type (HE SHOULD HAVE HIS
      TAIL KICKED)
      
      Power loss. FAA could not find out who was pilot The pilot/owners "did not
      want the FAA involved!" (Later explained as Carb Ice, no carb heat on
      plane, on first flight.)
      
      
      -- 
       Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jun 05, 2014
Subject: 
Accident discussion Synopsis
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Synopsis of lessons
      
      Please argue, comment or enlighten. The goal is to have open discussion
      that raises our personal safety in our beloved Pietenpol.
      
      As pointed out by several Pietenpeople, there seems to be no inherent flaw
      in the design that leads to type specific accidents. Some builders may
      build some flaw in, but, built to the plans the plane is safe. The wing
      stalls and spins predictably and it is not particularly squirrely on the
      ground, even with the variety of wing types and landing gear designs. The
      accident rate and type is similar to other similar homebuilts.
      
      
      For Low time in type/first flights in a Piet/first flight for plane: Get
      current and stay current, if you are not current, go get some refresher
      training.  If it is a first hop, plan the flight and fly the plan.
      
      For Stall/spins: Fly coordinated, Center the ball. Watch thy speed. Fly the
      plane, don=99t fly distracted (no texting!)
      
      A Good preflight is important, Don=99t forget fuel. Check for mud dau
      bers
      (never heard of a sand dauber) and spark plugs.
      
      During a engine out (or other problem), =9CFly the plane as far into 
      the
      crash as possible." Don=99t get distracted from the number one task, 
      Fly the
      wing.
      
      Be aware of Carb Icing. Carb heat is free!
      
      Know your plane, what it=99s stall warning feels like, and the 
      =9Cfeel=9D of
      various flight regimes.
      
      Learn to land soft and not hard! Landings not Arrivals!
      
      Think about landing into the sun before you do it. Look at the approach and
      runway on downwind and plan your approach to landing. You will be blinded
      when you turn into the sun.
      
      Brakes are not for directional control. Don=99t use them except to sl
      ow taxi
      and park. (That is why I prefer heel brakes.)
      
      Stay ahead of the plane. Taildraggers like to swap ends.
      
      If you Buzz someone/thing don=99t forget to fly the plane.
      
      Make sure there is someone at the controls. A positive hand over of the
      plane is a good thing. Say =9CYou have the plane!=9D or 
      =9C I have the plane!=9D
      out loud, don=99t assume.
      
      
      Now for some questions:
      
      When should you try to stretch the glide to get over something?
      When should you consider a ground loop as a maneuver? When you are about to
      hit a ditch or fence?
      
      Y'all be safe out there! Hear?
      
      Blue Skies,
      
      Steve D.
      
________________________________________________________________________________
Date: 
Jun 05, 2014
From: 
Yahoo! Account Service <skipgadd(at)earthlink.net>
Subject: 
Re: Accident discussions
      
      
      -----Original Message-----
      >From: jarheadpilot82 <jarheadpilot82(at)hotmail.com>
      >Sent: Jun 4, 2014 11:18 PM
      >To: pietenpol-list(at)matronics.com
      >Subject: Pietenpol-List: Re: Accident discussions
      >
      >
      >Steve,
      >
      >Two things come to mind as I read your posting-
      >
      >1. Keep the ball centered. Why do we need a Rod Machado presentation to remind
      us of this? That is basic piloting 101. But, obviously, the fact it is a topic
      tells us there is a problem. If your feet aren't involved in your flying, something
      is wrong. Simple as that.
      >
      >2. Airspeed control. Not having flown an open cockpit, I can only go with what
      other pilots tell me, but. I have heard that you can hear the right airspeed
      from the plane. The wires "singing" a certain tone at a certain airspeed. Listening
      for it is another skill that needs to be learned. But if that is not what
      you want to do, and you absolutely must have a gauge to tell you your airspeed
      and altitude, most of us carry a backup airspeed indicator in our pocket. And
      that is a smartphone with a GPS in it. There are any number of inexpensive
      and/or cheap apps that give you GPS speed and altitude. It may not be 100% accurate,
      but at least it avoids the "I crashed because my pitot static instruments
      failed" line on the NTSB report.
      >
      >Just a couple of thoughts that I had.
      >
      >--------
      >Semper Fi,
      >
      >Terry Hand
      >Athens, GA
      
      
      Terry,
      I agree with most of what you said, but I don't think it is a good idea to use
      GPS as an airspeed indicator. GPS only gives ground speed. Say you are on downwind
      with a 15 mph tailwind, you would be going 15 mph slower than the GPS shows.
      Could be trouble on base to final turn.
      Skip 
      
      
________________________________________________________________________________
Date: 
Jun 05, 2014
Subject: 
Re: Accident discussion Synopsis
From: 
Ryan Mueller <ryan(at)rmueller.org>
      
      tl;dr
      
      Pay attention to what you are doing. Don't do anything stupid.
      
      
      On Thu, Jun 5, 2014 at 11:22 AM, Steven Dortch 
      wrote:
      
      > Synopsis of lessons
      >
      
      
________________________________________________________________________________
From: 
"Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Subject: 
an now......for something less painful......
Date: 
Jun 05, 2014
      
      Thank you Bill Church for posting the link to the article on Randy Bush's P
      ietenpol article.
      
      Scroll down to read this good article on one of the guys who does a lot les
      s talking and a whole lot
      of buiding and flying.
      
      Mike C.
      
      
      http://experimenter.epubxp.com/i/323139
      
      
      [cid:image001.png(at)01CF80C8.F8EFBFB0]
      
      
      [cid:image002.jpg(at)01CF80C8.F8EFBFB0]
      
      [cid:image003.jpg(at)01CF80C8.F8EFBFB0]
      [cid:image004.jpg(at)01CF80C8.F8EFBFB0]
      
      
________________________________________________________________________________
From: 
"Jack Phillips" <jack(at)bedfordlandings.com>
Subject: 
an now......for something less painful......
Date: 
Jun 05, 2014
      
      Excellent, Randy!
      
      
      And Mike, thanks for posting it.
      
      
      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 Cuy, Michael
      D. (GRC-RXD0)[Vantage Partners, LLC]
      Sent: Thursday, June 05, 2014 2:18 PM
      Subject: Pietenpol-List: an now......for something less painful......
      
      
      Thank you Bill Church for posting the link to the article on Randy Bush's
      Pietenpol article.    
      
      
      Scroll down to read this good article on one of the guys who does a lot less
      talking and a whole lot
      
      of buiding and flying. 
      
      
      Mike C.
      
      
      http://experimenter.epubxp.com/i/323139
      
      
________________________________________________________________________________
From: 
John Hofmann <jhofmann(at)reesgroupinc.com>
Subject: 
Pietenpol Newsletter
Date: 
Jun 05, 2014
      
      Hello Good People!
      
      While you await your printed copy, here is the latest pdf file to enjoy. 
      My apologies on being even more tardy. I have a useless nephew who took 
      his drug addiction to the next level and decided to become a 
      quadriplegic. Given his immediate family shares the same moral fiber, my 
      wife and I have had to arrange for his short term and long term care 
      over the past couple of months. Lots of distractions.
      
      Now back to Pietenpols.
      
      -john-
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Pietenpol Newsletter
Date: 
Jun 05, 2014
      
      
      Nice job, John! You have a great eye for pictures! ;-)
      
      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 Hofmann
      Sent: Thursday, June 05, 2014 12:05 PM
      Subject: Pietenpol-List: Pietenpol Newsletter
      
      Hello Good People!
      
      While you await your printed copy, here is the latest pdf file to enjoy. My
      apologies on being even more tardy. I have a useless nephew who took his
      drug addiction to the next level and decided to become a quadriplegic. Given
      his immediate family shares the same moral fiber, my wife and I have had to
      arrange for his short term and long term care over the past couple of
      months. Lots of distractions.
      
      Now back to Pietenpols.
      
      -john-
      
      
________________________________________________________________________________
Subject: 
Re: an now......for something less painful......
From: 
Robert Bush <rbush96589(at)aol.com>
Date: 
Jun 05, 2014
      
      Thanks every one for the congratulations, I appreciate it.
      Steve Ells and Mary Jones interviewed me last year at Oshkosh but I wasn't s
      ure they were going to use the story.im pleased with the way it came out.
      I've been flying the Piet every chance I get but since we have heavy rain to
      day I'm back in the shop building sonex wings.
      See y'all at Brodhead 
      Randy Bush
      
      Sent from my iPhone
      
      On Jun 5, 2014, at 1:18 PM, "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LL
      C]"  wrote:
      
      > Thank you Bill Church for posting the link to the article on Randy Bush
      =99s Pietenpol article.   
      >  
      > Scroll down to read this good article on one of the guys who does a lot le
      ss talking and a whole lot
      > of buiding and flying.
      >  
      > Mike C.
      >  
      >  
      > http://experimenter.epubxp.com/i/323139
      >  
      >  
      > 
      >  
      >  
      >  
      > 
      >  
      > 
      > 
      >  
      >  
      >  
      >  
      >  
      
________________________________________________________________________________
Subject: 
Re: Pietenpol Newsletter
From: 
danhelsper(at)aol.com
Date: 
Jun 05, 2014
      
      
      Thanks John! Great job! Loved the photos!
      
      Dan Helsper
      Puryear, TN
      
      
      -----Original Message-----
      From: John Hofmann <jhofmann(at)reesgroupinc.com>
      Sent: Thu, Jun 5, 2014 2:11 pm
      Subject: Pietenpol-List: Pietenpol Newsletter
      
      
      Hello Good People!
      
      While you await your printed copy, here is the latest pdf file to enjoy. My
      
      apologies on being even more tardy. I have a useless nephew who took his dr
      ug 
      addiction to the next level and decided to become a quadriplegic. Given his
      
      immediate family shares the same moral fiber, my wife and I have had to arr
      ange 
      for his short term and long term care over the past couple of months. Lots 
      of 
      distractions.
      
      Now back to Pietenpols.
      
      -john-
      
      
________________________________________________________________________________
Subject: 
Re: grammar request [was: Re: accident discussions V3]
From: 
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: 
Jun 05, 2014
      
      
      Steve,
      
      I appreciate your "thots" as it helps me stay on track with building and flying
      my Pietenpol. I do believe that is the purpose of this forum, however you spell
      it.
      
      Maybe someone can start a new Matronics grammar nazi forum where such discussions
      can be taken and appreciated in all their grandeur and relevance.
      
      --------
      Semper Fi,
      
      Terry Hand
      Athens, GA
      
      USMC, USMCR, ATP
      BVD DVD PDQ BBQ
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424412#424412
      
      
________________________________________________________________________________
From: 
Gene Rambo <generambo(at)msn.com>
Subject: 
Re: Pietenpol Newsletter
Date: 
Jun 05, 2014
      
      
      However that black and yellow German got on the centerfold, I hope everyone knows
      that Hoffman and Shelley did all of the artwork. 
      
      As lebowski would say, "it really makes the room"!!
      
      Gene
      
      On Jun 5, 2014, at 3:04 PM, John Hofmann  wrote:
      
      > Hello Good People!
      > 
      > While you await your printed copy, here is the latest pdf file to enjoy. My apologies
      on being even more tardy. I have a useless nephew who took his drug addiction
      to the next level and decided to become a quadriplegic. Given his immediate
      family shares the same moral fiber, my wife and I have had to arrange for
      his short term and long term care over the past couple of months. Lots of distractions.
      > 
      > Now back to Pietenpols.
      > 
      > -john-
      > 
      
      
________________________________________________________________________________
From: 
"Clif Dawson" <cdawson5854(at)shaw.ca>
Subject: 
Re: accident discussions V3]
Date: 
Jun 05, 2014
      
      James Nicoll. "The problem with defending the purity of the English 
      language is that English is about as pure as a cribhouse whore. We don't 
      just borrow words; on occasion, English has pursued other languages down
      dark alleyways to beat them unconscious and rifle their pockets for new 
      vocabulary." 
      
      Clif
      The only thing that interferes with my learning
      is my education.   A. Einstein
      
      
        Ah the problems of the English language. A language in which 60 
      percent of the words are not of English origin. 
        Thought before 900; Middle English thinken,  variant of thenken, Old 
      English thencan;  Blue Skies,
        Steve d
      
________________________________________________________________________________
Date: 
Jun 05, 2014
From: 
jim hyde <jnl96(at)yahoo.com>
Subject: 
Re: Accident discussions
      
      anyone that crashes because of a failed-speedometer-was not properly tr
      ained.. even in the big planes we are taught attitde . even the god damn bi
      rds dont have a speedometer... not long ago i was giving an AA capt. a tail
      wheel indorcement. the first question the dude asked was what are the prope
      r power settings?? my comment was well!-wide open and closed i guess..=0A
      sincerely,=0Aself appointed pietenpole oracle of the pietenpole matronics w
      ebsite.=0A=0Ajim hyde =0A=0A=0AOn Thursday, June 5, 2014 11:28 AM, Yahoo! A
      ccount Service  wrote:=0A  =0A=0A=0A--> Pietenpol-L
      ist message posted by: Yahoo! Account Service =0A
      =0A=0A=0A-----Original Message-----=0A>From: jarheadpilot82 <jarheadpilot82
      @hotmail.com>=0A>Sent: Jun 4, 2014 11:18 PM=0A>To: pietenpol-list@matronics
      .com=0A>Subject: Pietenpol-List: Re: Accident discussions=0A>=0A>--> Pieten
      pol-List message posted by: "jarheadpilot82" 
      =0A>=0A>Steve,=0A>=0A>Two things come to mind as I read your posting-=0A>
      =0A>1. Keep the ball centered. Why do we need a Rod Machado presentation to
       remind us of this? That is basic piloting 101. But, obviously, the fact it
       is a topic tells us there is a problem. If your feet aren't involved in yo
      ur flying, something is wrong. Simple as that.=0A>=0A>2. Airspeed control. 
      Not having flown an open cockpit, I can only go with what other pilots tell
       me, but. I have heard that you can hear the right airspeed from the plane.
       The wires "singing" a certain tone at a certain airspeed. Listening for it
       is another skill that needs to be learned. But if that is not what you wan
      t to do, and you absolutely must have a gauge to tell you your airspeed and
       altitude, most of us carry a backup airspeed indicator in our pocket. And 
      that is a smartphone with a GPS in it. There are any number of inexpensive 
      and/or cheap apps that give you GPS speed and altitude. It may not be 100% 
      accurate, but at least it avoids the "I crashed because my pitot static ins
      truments failed" line on the NTSB report.=0A>=0A>Just a couple of thoughts 
      that I had.=0A>=0A>--------=0A>Semper Fi,=0A>=0A>Terry Hand=0A>Athens, GA
      =0A=0A=0ATerry,=0AI agree with most of what you said, but I don't think it 
      is a good idea to use GPS as an airspeed indicator. GPS only gives ground s
      peed. Say you are on downwind with a 15 mph tailwind, you would be going 15
       mph slower than the GPS shows. Could be trouble on base to final turn.=0AS
      =========================0A
      ===================
      
________________________________________________________________________________
Date: 
Jun 05, 2014
From: 
jim hyde <jnl96(at)yahoo.com>
Subject: 
Re: Pietenpol Newsletter
      
      are had-to- the right words???- i have always wondered why anyone thi
      nks that they have to do anything for an idiot other than to stay as far aw
      ay from them as possible so they dont fuuckup normal folks lives.. =0A=0A
      =0AOn Thursday, June 5, 2014 6:34 PM, Gene Rambo  wrote:
      sn.com>=0A=0AHowever that black and yellow German got on the centerfold, I 
      hope everyone knows that Hoffman and Shelley did all of the artwork. =0A=0A
      As lebowski would say, "it really makes the room"!!=0A=0AGene=0A=0AOn Jun 5
      , 2014, at 3:04 PM, John Hofmann  wrote:=0A=0A> 
      Hello Good People!=0A> =0A> While you await your printed copy, here is the 
      latest pdf file to enjoy. My apologies on being even more tardy. I have a u
      seless nephew who took his drug addiction to the next level and decided to 
      become a quadriplegic. Given his immediate family shares the same moral fib
      er, my wife and I have had to arrange for his short term and long term care
       over the past couple of months. Lots of distractions.=0A> =0A> Now back to
      =============
      
________________________________________________________________________________
Date: 
Jun 05, 2014
From: 
jim hyde <jnl96(at)yahoo.com>
Subject: 
Re: Accident discussions
      
      as with any plane most accidents are caused by the pilot...- i do lots of
       flight reviews and am astonished by how many folks cant even taxi safely n
      ever mind actually make a turn..tony lavere spent 30 years lobbying for the
      -return to basic skills.=0A=0Ajim =0A=0A=0AOn Wednesday, June 4, 2014 10:
      20 PM, Steven Dortch  wrote:=0A  =0A=0A=0AScott,
       Oscar, Doug, et al.=0AY'all mistake my examination of Pietenpol accidents 
      as-an attack upon-the design. Au contraire, I am a firm believer in the
       design as printed and built by many. Show me where I stated that I there i
      s a safety flaw with the pietenpol? =0A=0AI have-taken a rational look at
       the accident record in an effort to discuss safety. Notice the first thing
       I discussed was Stall/Spins-the=0Acategory with the most accidents. I do
      n't think the 3 main wing shapes are bad.=0AIndeed all evidence-indicates
       they are-very safe and predictable in a=0Astall. Yet people keep stallin
      g and spinning to the ground in Pietenpols. =0A- =0AWHY?=0ALooking at the
       date indicates that if you don't know how to fly a taildragger, or=0Aare v
      ery rusty, then you should get training in a similar aircraft before you=0A
      fly that first hour in your Pietenpol. 4 of 9 spin accidents were done in t
      he=0Afirst hour the person flew a piet. =0A-=0A4 (or 5) spin accidents ha
      ppened when=0Athe- Pilot got distracted and forgot to=0Afly the plane! So
       --The lesson here=0Ais to pay attention to flying the plane.=0A-=0A4
       accidents=0Awere during maneuvering flight. Not sure what to make of these
      . One was in the=0Apattern. (Perhaps he was distracted) one was a stall sho
      wing off with a low=0Apass. (all I can think is that he stalled during the 
      pullout.) One during low=0Aturns. (Keep your speed up especially in turns, 
      a 45 degree bank will raise the=0Astall speed by 50%) One was doing aerobat
      ics that appear to have been stalls=0Anibbling at the edge of spins, Then h
      e was successful and spun the thing in. =0A-=0AOF 9=0AStall/Spin accident
      s only 1 was fatal. a testimony of the design. BTW this data=0Awas collecte
      d starting in 1969. -=0AThe only Non engine mechanical incidents in the d
      atabase are: -a broken wire due to a improperly installed turnbuckle.-T
      wo incidences of Push/pull elevator control-system failures (On a Grega?)
       that resulted in two fatalities. and one hard landing where a bad weld all
      owed the gear to collapse. =0A-=0ANothing else was found. But we should l
      ook at- accident data for lessons. =0A-=0AY'all be careful out there, h
      ear? =0A- =0ABlue Skies,=0ASteve D. =0A=0A=0A=0A=0AOn Wed, Jun 4, 2014 at
       7:23 PM, AircamperN11MS  wrote:=0A=0A--> Pietenp
      ol-List message posted by: "AircamperN11MS" =0A>
      =0A>Steve,=0A>I have been around piets since the late 1960's. There are som
      e others that have been around -longer but probably not too many. After t
      hinking about the structural failure statement I made previously. I need to
       change that. I remember that a very long time ago (60's maybe) that someon
      e did fold a wing in flight. It was a result of negative G's and the lack o
      f jury struts. As a result I don't think that there is a Piet flying today 
      without them.=0A>My question to the group now is. Do the supplemental plans
       now show jury struts installed?=0A>=0A>Cheers,=0A>=0A>--------=0A>Scott Li
      efeld=0A>Flying N11MS since March 1972=0A>Steel Tube=0A>C-85-12=0A>Wire Whe
      els=0A>Brodhead in 1996=0A>=0A>=0A>=0A>=0A>Read this topic online here:=0A>
      =0A>http://forums.matronics.com/viewtopic.php?p=424371#424371=0A>=0A>=0A>
      =0A>=0A>=0A>=0A>=0A>============0A>br>=0A-List" targe
      t="_blank">http://www.matronics.com/Navigator?Pietenpol-List=0A>===
      =========0A>MS -=0A>k">http://forums.matronics.com=0A>=
      ===========0A>e -=0A>- - - - --Matt Dralle, L
      ist Admin.=0A>t="_blank">http://www.matronics.com/contribution=0A>==
      ==========0A>=0A>=0A>=0A>=0A=0A=0A-- =0A=0ABlue Skies,=0A
      ==================== 
      
________________________________________________________________________________
Subject: 
Re: grammar request [was: Re: accident discussions V3]
From: 
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: 
Jun 06, 2014
      
      
      Dan,
      
      I am not the one who referred to myself as a grammar nazi.
      
      --------
      Semper Fi,
      
      Terry Hand
      Athens, GA
      
      USMC, USMCR, ATP
      BVD DVD PDQ BBQ
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424422#424422
      
      
      Attachments: 
      
      http://forums.matronics.com//files/image_559.jpg
      
      
________________________________________________________________________________
Subject: 
Re: an now......for something less painful......
From: 
"Don Emch" <EmchAir(at)aol.com>
Date: 
Jun 06, 2014
      
      
      I do see a problem with the article.  It's the title.  Randy is not an "ordinary"
      person.  He is an extraordinarily nice, helpful, and very humble guy.  Those
      are not very "ordinary" qualities for a person to have.  What a fantastic guy
      to write an article about!
      
      Don Emch
      NX899DE
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424423#424423
      
      
________________________________________________________________________________
Subject: 
Re: Pietenpol Newsletter
From: 
"Don Emch" <EmchAir(at)aol.com>
Date: 
Jun 06, 2014
      
      
      Great job John!
      
      
      Don Emch
      NX899DE
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424424#424424
      
      
________________________________________________________________________________
Subject: 
Re: damaged tail
From: 
"tools" <n0kkj(at)yahoo.com>
Date: 
Jun 06, 2014
      
      
      I've fixed that exact problem, have a bunch of good pics.  When I get good internet
      service, I'll sit down and post them and hope they help a little.  It's not
      that big of a deal.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424425#424425
      
      
________________________________________________________________________________
From: 
"Douwe Blumberg" <douweblumberg(at)earthlink.net>
Subject: 
newsletter PDF
Date: 
Jun 06, 2014
      
      Could someone send me the newsletter pdf link?
      
      
      Pleez?
      
      
      :-)
      
      
      Douwe
      
      
________________________________________________________________________________
Subject: 
Re: newsletter PDF
From: 
"giacummo" <mario.giacummo(at)gmail.com>
Date: 
Jun 06, 2014
      
      
      are there any more pdf links of others newsletters?
      
      --------
      Mario Giacummo
      Photos here: http://goo.gl/wh7M4
      Little Blog   : http://vgmk1.blogspot.com
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424428#424428
      
      
________________________________________________________________________________
Date: 
Jun 06, 2014
Subject: 
Re: newsletter PDF
From: 
Ryan Mueller <ryan(at)rmueller.org>
      
      Douwe,
      
      If you go to John's message as it appears on the web-based forum:
      
      http://forum.matronics.com/viewtopic.php?t=103860
      
      ....you can download a copy of the PDF from there.
      
      Ryan
      
      
      On Fri, Jun 6, 2014 at 8:12 AM, Douwe Blumberg 
      wrote:
      
      >  Could someone send me the newsletter pdf link?
      >
      >
      > Pleez?
      >
      >
      > J
      >
      >
      > Douwe
      >
      > *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
Subject: 
Landing Gear's AN3 bolts sheared - replaced with AN3 or
      AN4?
From: 
"oakesje" <jill.oakes(at)umanitoba.ca>
Date: 
Jun 06, 2014
      
      
      Had an adventure landing yesterday when 2 of 4 landing gear bolts sheared off so
      gear collapsed on landing - no damage. 3rd bolt sheared when removing it to
      replace all 4 with new bolts. Have photos if interested.
      Has anyone else had this problem and did you replace with AN3 as per drawings or
      enlarge to AN4s?
      
      Also - thinking of putting a safety cable in case bungy cables go. Do you know
      how long the cable should be so it doesn't interfer with the bungy travel?
      
      Happy Flying
      Jill
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424432#424432
      
      
________________________________________________________________________________
Date: 
Jun 06, 2014
From: 
jim hyde <jnl96(at)yahoo.com>
Subject: 
Re: Landing Gear's AN3 bolts sheared - replaced with AN3
      or AN4?
      
      send me a pic please =0A=0A=0AOn Friday, June 6, 2014 9:52 AM, oakesje  wrote:=0A  =0A=0A=0A--> Pietenpol-List message posted
       by: "oakesje" =0A=0AHad an adventure landing yest
      erday when 2 of 4 landing gear bolts sheared off so gear collapsed on landi
      ng - no damage. 3rd bolt sheared when removing it to replace all 4 with new
       bolts. Have photos if interested.=0AHas anyone else had this problem and d
      id you replace with AN3 as per drawings or enlarge to AN4s?=0A=0AAlso - thi
      nking of putting a safety cable in case bungy cables go. Do you know how lo
      ng the cable should be so it doesn't interfer with the bungy travel?=0A=0AH
      appy Flying=0AJill=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://f
      orums.matronics.com/viewtopic.php?p=424432#424432=0A=0A=0A=0A=0A=0A=0A=0A
      ===============
      
________________________________________________________________________________
Subject: 
Re: newsletter PDF
From: 
airlion2(at)gmail.com
Date: 
Jun 06, 2014
      
      Me too pleeze. Gardiner mason
      
      Sent from my iPad
      
      > On Jun 6, 2014, at 9:12 AM, "Douwe Blumberg" 
       wrote:
      > 
      > Could someone send me the newsletter pdf link?
      >  
      > Pleez?
      >  
      > J
      >  
      > Douwe
      > 
      > 
      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: 
"Boatright, Jeffrey" <jeffboatright(at)emory.edu>
Subject: 
Re: Landing Gear's AN3 bolts sheared - replaced  with
      AN3 or AN4?
Date: 
Jun 06, 2014
      
      
      Very interested in photos of this!
      
      --
      
      Jeffrey H. Boatright, PhD, FARVO
      Professor of Ophthalmology
      Emory University School of Medicine
      
      
      On 6/6/14, 10:45 AM, "oakesje"  wrote:
      
      >
      >Had an adventure landing yesterday when 2 of 4 landing gear bolts sheared
      >off so gear collapsed on landing - no damage. 3rd bolt sheared when
      >removing it to replace all 4 with new bolts. Have photos if interested.
      >Has anyone else had this problem and did you replace with AN3 as per
      >drawings or enlarge to AN4s?
      >
      >Also - thinking of putting a safety cable in case bungy cables go. Do you
      >know how long the cable should be so it doesn't interfer with the bungy
      >travel?
      >
      >Happy Flying
      >Jill
      >
      >
      >Read this topic online here:
      >
      >http://forums.matronics.com/viewtopic.php?p=424432#424432
      >
      >
      
      
      ________________________________
      
      This e-mail message (including any attachments) is for the sole use of
      the intended recipient(s) and may contain confidential and privileged
      information. If the reader of this message is not the intended
      recipient, you are hereby notified that any dissemination, distribution
      or copying of this message (including any attachments) is strictly
      prohibited.
      
      If you have received this message in error, please contact
      the sender by reply e-mail message and destroy all copies of the
      original message (including attachments).
      
      
________________________________________________________________________________
From: 
"Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Subject: 
se of you who missed it the first  time........Pietenpol-List:
      Pietenpol Newsletter
Date: 
Jun 06, 2014
      
      
      Hello Good People!
      
      While you await your printed copy, here is the latest pdf file to enjoy. My
       apologies on being even more tardy. I have a useless nephew who took his d
      rug addiction to the next level and decided to become a quadriplegic. Given
       his immediate family shares the same moral fiber, my wife and I have had t
      o arrange for his short term and long term care over the past couple of mon
      ths. Lots of distractions.
      
      Now back to Pietenpols.
      
      -john-
      
________________________________________________________________________________
Date: 
Jun 06, 2014
From: 
Hans van der Voort <nx15kv(at)yahoo.com>
Subject: 
Re: Landing Gear's AN3 bolts sheared - replaced with AN3
      or AN4?
      
      AN 3 would be 3/16" diameter, way to small !=0A-=0ANeeds to be at least 1
      /4" (AN 4) at hinge points, split landing gear.=0A-=0AIf I recall correct
      ly the bungee travel (split landing gear) is about 2" maximum=0A-=0AHans
      =0A-=0ANX15kV =0A=0A=0AOn Friday, June 6, 2014 9:51 AM, oakesje =0A=0AHad an adventure landing yesterday
       when 2 of 4 landing gear bolts sheared off so gear collapsed on landing - 
      no damage. 3rd bolt sheared when removing it to replace all 4 with new bolt
      s. Have photos if interested.=0AHas anyone else had this problem and did yo
      u replace with AN3 as per drawings or enlarge to AN4s?=0A=0AAlso - thinking
       of putting a safety cable in case bungy cables go. Do you know how long th
      e cable should be so it doesn't interfer with the bungy travel?=0A=0AHappy 
      Flying=0AJill=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums
      ==============
      
________________________________________________________________________________
Subject: 
Re: Landing Gear's AN3 bolts sheared - replaced with AN3
      or AN4?
From: 
"Bill Church" <billspiet(at)sympatico.ca>
Date: 
Jun 06, 2014
      
      
      Actually, the plans for the split axle gear call for 5/16" bolts - so that would
      be AN5.
      AN3 would only be about 1/3 as strong as AN5. Not much wonder they failed - luckily
      without incident.
      
      Bill C.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424445#424445
      
      
________________________________________________________________________________
Subject: 
Re: for those of you who missed it the first time........Pieten
From: 
"Bill Church" <billspiet(at)sympatico.ca>
Date: 
Jun 06, 2014
      
      
      Thanks Mike.
      
      Could you pleeze email me a copy of the PDF?   :)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424446#424446
      
      
________________________________________________________________________________
From: 
"Boatright, Jeffrey" <jeffboatright(at)emory.edu>
Subject: 
Re: Pietenpol Newsletter
Date: 
Jun 06, 2014
      
      
      Thanks much, John. This looks GREAT and reads even better!
      
      Doc Moshers piece about how various luminaries have contributed to the
      Pietenpol co-op over the years was yet another great sentiment put to
      words very well. I noted the mention of Bill Reweys Continental A-65
      starter system. Does anyone have the newsletter issue that describes
      that, and if so, can you scan it for me? I dont need it now (my C-85
      already has a self-commencer), but Ive always been interested in ways of
      using A-65s.
      
      Thanks,
      
      Jeff
      
      --
      
      Jeffrey H. Boatright, PhD, FARVO
      Professor of Ophthalmology
      Emory University School of Medicine
      
      
      On 6/5/14, 3:04 PM, "John Hofmann"  wrote:
      
      >Hello Good People!
      >
      >While you await your printed copy, here is the latest pdf file to enjoy.
      >My apologies on being even more tardy. I have a useless nephew who took
      >his drug addiction to the next level and decided to become a
      >quadriplegic. Given his immediate family shares the same moral fiber, my
      >wife and I have had to arrange for his short term and long term care over
      >the past couple of months. Lots of distractions.
      >
      >Now back to Pietenpols.
      >
      >-john-
      
      
      ________________________________
      
      This e-mail message (including any attachments) is for the sole use of
      the intended recipient(s) and may contain confidential and privileged
      information. If the reader of this message is not the intended
      recipient, you are hereby notified that any dissemination, distribution
      or copying of this message (including any attachments) is strictly
      prohibited.
      
      If you have received this message in error, please contact
      the sender by reply e-mail message and destroy all copies of the
      original message (including attachments).
      
      
________________________________________________________________________________
Subject: 
Checkride!!
From: 
"john francis" <Mrkringles(at)msn.com>
Date: 
Jun 06, 2014
      
      
      Took my check ride today.  The picture says it all.
      
      John
      
      --------
      John Francis
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424447#424447
      
      
      Attachments: 
      
      http://forums.matronics.com//files/dscn0304_862.jpg
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Checkride!!
Date: 
Jun 06, 2014
      
      
      Congratulations, John!!
      
      Quit loafing around and get that Piet done!!
      
      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 francis
      Sent: Friday, June 06, 2014 1:31 PM
      Subject: Pietenpol-List: Checkride!!
      
      --> 
      
      Took my check ride today.  The picture says it all.
      
      John
      
      --------
      John Francis
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424447#424447
      
      
      Attachments: 
      
      http://forums.matronics.com//files/dscn0304_862.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Pietenpol Newsletter
From: 
John Hofmann <jhofmann(at)reesgroupinc.com>
Date: 
Jun 06, 2014
      
      
      Jeff,
      
      I had a nice visit with Bill a couple of weeks ago and he gave me permission to
      print his starter information in an upcoming newsletter. I am thinking about
      adding it in the Fall issue.
      
      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 Jun 6, 2014, at 3:30 PM, Boatright, Jeffrey  wrote:
      
      > 
      > Thanks much, John. This looks GREAT and reads even better!
      > 
      > Doc Moshers piece about how various luminaries have contributed to the
      > Pietenpol co-op over the years was yet another great sentiment put to
      > words very well. I noted the mention of Bill Reweys Continental A-65
      > starter system. Does anyone have the newsletter issue that describes
      > that, and if so, can you scan it for me? I dont need it now (my C-85
      > already has a self-commencer), but Ive always been interested in ways of
      > using A-65s.
      > 
      > Thanks,
      > 
      > Jeff
      > 
      > --
      > 
      > Jeffrey H. Boatright, PhD, FARVO
      > Professor of Ophthalmology
      > Emory University School of Medicine
      > 
      > 
      > 
      > 
      > On 6/5/14, 3:04 PM, "John Hofmann"  wrote:
      > 
      >> Hello Good People!
      >> 
      >> While you await your printed copy, here is the latest pdf file to enjoy.
      >> My apologies on being even more tardy. I have a useless nephew who took
      >> his drug addiction to the next level and decided to become a
      >> quadriplegic. Given his immediate family shares the same moral fiber, my
      >> wife and I have had to arrange for his short term and long term care over
      >> the past couple of months. Lots of distractions.
      >> 
      >> Now back to Pietenpols.
      >> 
      >> -john-
      > 
      > 
      > ________________________________
      > 
      > This e-mail message (including any attachments) is for the sole use of
      > the intended recipient(s) and may contain confidential and privileged
      > information. If the reader of this message is not the intended
      > recipient, you are hereby notified that any dissemination, distribution
      > or copying of this message (including any attachments) is strictly
      > prohibited.
      > 
      > If you have received this message in error, please contact
      > the sender by reply e-mail message and destroy all copies of the
      > original message (including attachments).
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Model A
From: 
"bender" <dude(at)twc.com>
Date: 
Jun 06, 2014
      
      
      Hey guys..
      So I've been trying to get the courage to flay again after the last 2 glider rides
      in the Piet..
      I did a full power run on the ground today and sure enough after 15 min or so rpm
      started falling and I saw a bit of smoke and shut it off.
      it sounds like the front bearing has no oil... nice tight sound and feel.
      it was at 160 deg and 9lbs of oil pressure.. pulling at 1800 rpm.
      
      modern pistons, insert bearings.. same engine builder as Dan.
      
      I'm feeling like a A65 may be in order.. bumming me out
      
      Jeff faith
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424451#424451
      
      
________________________________________________________________________________
From: 
"Boatright, Jeffrey" <jeffboatright(at)emory.edu>
Subject: 
Re: Pietenpol Newsletter
Date: 
Jun 06, 2014
      
      
      Thanks much. How is Bill doing? His Piet was the sweetest handling one
      Ive ever had the luck to fly.
      
      --
      
      Jeffrey H. Boatright, PhD, FARVO
      Professor of Ophthalmology
      Emory University School of Medicine
      
      
      On 6/6/14, 4:45 PM, "John Hofmann"  wrote:
      
      >
      >
      >Jeff,
      >
      >I had a nice visit with Bill a couple of weeks ago and he gave me
      >permission to print his starter information in an upcoming newsletter. I
      >am thinking about adding it in the Fall issue.
      >
      >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 Jun 6, 2014, at 3:30 PM, Boatright, Jeffrey 
      >wrote:
      >
      >>
      >> 
      >> Thanks much, John. This looks GREAT and reads even better!
      >> 
      >> Doc Moshers piece about how various luminaries have contributed to the
      >> Pietenpol co-op over the years was yet another great sentiment put to
      >> words very well. I noted the mention of Bill Reweys Continental A-65
      >> starter system. Does anyone have the newsletter issue that describes
      >> that, and if so, can you scan it for me? I dont need it now (my C-85
      >> already has a self-commencer), but Ive always been interested in ways
      >>of
      >> using A-65s.
      >> 
      >> Thanks,
      >> 
      >> Jeff
      >> 
      >> --
      >> 
      >> Jeffrey H. Boatright, PhD, FARVO
      >> Professor of Ophthalmology
      >> Emory University School of Medicine
      >> 
      >> 
      >> 
      >> 
      >> On 6/5/14, 3:04 PM, "John Hofmann"  wrote:
      >> 
      >>> Hello Good People!
      >>> 
      >>> While you await your printed copy, here is the latest pdf file to
      >>>enjoy.
      >>> My apologies on being even more tardy. I have a useless nephew who took
      >>> his drug addiction to the next level and decided to become a
      >>> quadriplegic. Given his immediate family shares the same moral fiber,
      >>>my
      >>> wife and I have had to arrange for his short term and long term care
      >>>over
      >>> the past couple of months. Lots of distractions.
      >>> 
      >>> Now back to Pietenpols.
      >>> 
      >>> -john-
      >> 
      >> 
      >> ________________________________
      >> 
      >> This e-mail message (including any attachments) is for the sole use of
      >> the intended recipient(s) and may contain confidential and privileged
      >> information. If the reader of this message is not the intended
      >> recipient, you are hereby notified that any dissemination, distribution
      >> or copying of this message (including any attachments) is strictly
      >> prohibited.
      >> 
      >> If you have received this message in error, please contact
      >> the sender by reply e-mail message and destroy all copies of the
      >> original message (including attachments).
      >> 
      >> 
      >> 
      >> 
      >> 
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Checkride!!
From: 
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: 
Jun 06, 2014
      
      
      CONGRATS, I know you are very proud and you have every right to be! Now keep flying
      as you build. Balance one with the other
      
      Keep us posted with your building AND flying experiences.
      
      --------
      Semper Fi,
      
      Terry Hand
      Athens, GA
      
      USMC, USMCR, ATP
      BVD DVD PDQ BBQ
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424454#424454
      
      
________________________________________________________________________________
From: 
"Boatright, Jeffrey" <jeffboatright(at)emory.edu>
Subject: 
Re: Checkride!!
Date: 
Jun 06, 2014
      
      
      Great going! Name the folks in the photo, please. How else will we
      recognize you when you fly your Piet into C37?
      
      --
      
      Jeffrey H. Boatright, PhD, FARVO
      Professor of Ophthalmology
      Emory University School of Medicine
      
      
      On 6/6/14, 4:31 PM, "john francis"  wrote:
      
      >
      >Took my check ride today.  The picture says it all.
      >
      >John
      >
      >--------
      >John Francis
      >
      >
      >Read this topic online here:
      >
      >http://forums.matronics.com/viewtopic.php?p=424447#424447
      >
      >
      >Attachments:
      >
      >http://forums.matronics.com//files/dscn0304_862.jpg
      >
      >
      
      
      ________________________________
      
      This e-mail message (including any attachments) is for the sole use of
      the intended recipient(s) and may contain confidential and privileged
      information. If the reader of this message is not the intended
      recipient, you are hereby notified that any dissemination, distribution
      or copying of this message (including any attachments) is strictly
      prohibited.
      
      If you have received this message in error, please contact
      the sender by reply e-mail message and destroy all copies of the
      original message (including attachments).
      
      
________________________________________________________________________________
From: 
"Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Subject: 
Re: for those of you who missed it the first  time........Pieten
Date: 
Jun 06, 2014
      
      Bill,
      
      
      Kindly .pdf this!
      
      
      Thanks Mike.
      
      
      Could you pleeze email me a copy of the PDF?   :)
      
      
________________________________________________________________________________
From: 
"Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov>
Subject: 
Not only a checkride---but in a CUB!
Date: 
Jun 06, 2014
      
      Way to go John!!!!!!!!!!!!!!!!!!
      
      
      If you can fly a Cub and pass a checkride in a Cub from the back seat, flyi
      ng a Pietenpol will be even easier.      You're in high cotton now fella!
      
      My sincere admiration to you!
      
      
      Mike C.
      
      Ohio
      
      
________________________________________________________________________________
Subject: 
Re: Pietenpol Newsletter
From: 
John Hofmann <jhofmann(at)reesgroupinc.com>
Date: 
Jun 06, 2014
      
      
      Bill Rewey is doing well. His Piet and Zenith are both now in California.
      
      
      On Jun 6, 2014, at 3:49 PM, Boatright, Jeffrey  wrote:
      
      > 
      > Thanks much. How is Bill doing? His Piet was the sweetest handling one
      > Ive ever had the luck to fly.
      > 
      > --
      > 
      > Jeffrey H. Boatright, PhD, FARVO
      > Professor of Ophthalmology
      > Emory University School of Medicine
      > 
      > 
      > 
      > 
      > On 6/6/14, 4:45 PM, "John Hofmann"  wrote:
      > 
      >> 
      >> 
      >> Jeff,
      >> 
      >> I had a nice visit with Bill a couple of weeks ago and he gave me
      >> permission to print his starter information in an upcoming newsletter. I
      >> am thinking about adding it in the Fall issue.
      >> 
      >> 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 Jun 6, 2014, at 3:30 PM, Boatright, Jeffrey 
      >> wrote:
      >> 
      >>> 
      >>> 
      >>> Thanks much, John. This looks GREAT and reads even better!
      >>> 
      >>> Doc Moshers piece about how various luminaries have contributed to the
      >>> Pietenpol co-op over the years was yet another great sentiment put to
      >>> words very well. I noted the mention of Bill Reweys Continental A-65
      >>> starter system. Does anyone have the newsletter issue that describes
      >>> that, and if so, can you scan it for me? I dont need it now (my C-85
      >>> already has a self-commencer), but Ive always been interested in ways
      >>> of
      >>> using A-65s.
      >>> 
      >>> Thanks,
      >>> 
      >>> Jeff
      >>> 
      >>> --
      >>> 
      >>> Jeffrey H. Boatright, PhD, FARVO
      >>> Professor of Ophthalmology
      >>> Emory University School of Medicine
      >>> 
      >>> 
      >>> 
      >>> 
      >>> On 6/5/14, 3:04 PM, "John Hofmann"  wrote:
      >>> 
      >>>> Hello Good People!
      >>>> 
      >>>> While you await your printed copy, here is the latest pdf file to
      >>>> enjoy.
      >>>> My apologies on being even more tardy. I have a useless nephew who took
      >>>> his drug addiction to the next level and decided to become a
      >>>> quadriplegic. Given his immediate family shares the same moral fiber,
      >>>> my
      >>>> wife and I have had to arrange for his short term and long term care
      >>>> over
      >>>> the past couple of months. Lots of distractions.
      >>>> 
      >>>> Now back to Pietenpols.
      >>>> 
      >>>> -john-
      >>> 
      >>> 
      >>> ________________________________
      >>> 
      >>> This e-mail message (including any attachments) is for the sole use of
      >>> the intended recipient(s) and may contain confidential and privileged
      >>> information. If the reader of this message is not the intended
      >>> recipient, you are hereby notified that any dissemination, distribution
      >>> or copying of this message (including any attachments) is strictly
      >>> prohibited.
      >>> 
      >>> If you have received this message in error, please contact
      >>> the sender by reply e-mail message and destroy all copies of the
      >>> original message (including attachments).
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Pietenpol Newsletter
From: 
"bubbleboy" <scott.dawson3(at)bigpond.com>
Date: 
Jun 06, 2014
      
      
      Thank you John! Its great to have it in a pdf format. Means I dont have to wait
      for snail mail to Australia! 
      
      Another suggestion if I may? In the future would it be possible to implement a
      System to renew by paying on line? Maybe Paypal or similar. I realise there are
      fees involved on your end with this but I for one would be happy to pay those
      on top. Up till now I have been sending a Paypal payment to a member in the
      USA who was then sending a cheque. I have really appreciate him doing this more
      than he probably knows and would be good if we could do it. Last international
      money order I sent cost more than the annual BPA subscription!
      
      Scotty
      
      --------
      Tamworth, Australia
      Building a Corvair Powered Pietenpol Air Camper
      
      www.scottyspietenpol.com
      
      Tail and Ribs built...Building fuselage & undercarriage...Corvair engine at
      Roy's Garage waiting to be modified.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424460#424460
      
      
________________________________________________________________________________
Subject: 
Re: Pietenpol Newsletter
From: 
John Hofmann <jhofmann(at)reesgroupinc.com>
Date: 
Jun 06, 2014
      
      
      Hi Scotty.
      
      Yes, I  am working on online payment as well as a tablet based digital subscription.
      The latter may be a bit off but online payment will be a reality in the
      near future. I just finished this up for the Piper Cub Club.
      
      See http://www.cubclub.org for an idea of where the website is headed.
      
      -john-
      
      On Jun 6, 2014, at 5:03 PM, bubbleboy  wrote:
      
      > 
      > Thank you John! Its great to have it in a pdf format. Means I dont have to wait
      for snail mail to Australia! 
      > 
      > Another suggestion if I may? In the future would it be possible to implement
      a System to renew by paying on line? Maybe Paypal or similar. I realise there
      are fees involved on your end with this but I for one would be happy to pay those
      on top. Up till now I have been sending a Paypal payment to a member in the
      USA who was then sending a cheque. I have really appreciate him doing this more
      than he probably knows and would be good if we could do it. Last international
      money order I sent cost more than the annual BPA subscription!
      > 
      > Scotty
      > 
      > --------
      > Tamworth, Australia
      > Building a Corvair Powered Pietenpol Air Camper
      > 
      > www.scottyspietenpol.com
      > 
      > Tail and Ribs built...Building fuselage & undercarriage...Corvair engine
      at Roy's Garage waiting to be modified.
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=424460#424460
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Checkride!!
From: 
Steve Emo <steve.emo58(at)gmail.com>
Date: 
Jun 06, 2014
      
      
      Congrats... Looks like Emerson on the left.  Good guy
      
      Steve
      
      > On Jun 6, 2014, at 4:31 PM, "john francis"  wrote:
      > 
      > 
      > Took my check ride today.  The picture says it all.
      > 
      > John
      > 
      > --------
      > John Francis
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=424447#424447
      > 
      > 
      > 
      > 
      > Attachments: 
      > 
      > http://forums.matronics.com//files/dscn0304_862.jpg
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Landing Gear's AN3 bolts sheared - replaced with AN3
      or AN4?
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 06, 2014
      
      
      I believe Jill's airplane is C-GGLU, may have been built by Lloyd Stamp before
      it was Adrian Meilleur's, and there are pictures of it under construction on the
      Westcoastpiet site under Adrian's name.  From the pictures, it appears to be
      a very conventional split-gear landing gear setup with bungees for shock absorbing.
      My airplane has springs rather than bungees and the spring struts are
      self-limiting as to travel.  I don't know how much travel the bungee setup should
      be limited to.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424464#424464
      
      
________________________________________________________________________________
Subject: 
Re: Model A
From: 
John Fastnaught <fastnaught(at)windstream.net>
Date: 
Jun 06, 2014
      
      
      Ouch!
      It could happen to Continentals as well, as you know.
      Thanks for the info.
      Jack
      
      Sent from my iPad
      
      > On Jun 6, 2014, at 4:48 PM, "bender"  wrote:
      > 
      > 
      > Hey guys..
      > So I've been trying to get the courage to flay again after the last 2 glider
      rides in the Piet..
      > I did a full power run on the ground today and sure enough after 15 min or so
      rpm started falling and I saw a bit of smoke and shut it off.
      > it sounds like the front bearing has no oil... nice tight sound and feel.
      > it was at 160 deg and 9lbs of oil pressure.. pulling at 1800 rpm.
      > 
      > modern pistons, insert bearings.. same engine builder as Dan.
      > 
      > I'm feeling like a A65 may be in order.. bumming me out
      > 
      > Jeff faith
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=424451#424451
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Checkride!!
From: 
"john francis" <Mrkringles(at)msn.com>
Date: 
Jun 06, 2014
      
      
      Picture taken at Red Stewart Field, Waynesville, OH.   My instructor, Emerson Stewart
      on my right and Martha Lunken, my flight examiner on my left.
      
      --------
      John Francis
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424467#424467
      
      
________________________________________________________________________________
Date: 
Jun 06, 2014
From: 
Charles Burkholder <born2fly(at)abcmailbox.net>
Subject: 
Re: Checkride!!
      
      
      Amazing. Same plane, instructor and examiner that I had! Rated the best!
      On 6/6/2014 3:31 PM, john francis wrote:
      >
      > Took my check ride today.  The picture says it all.
      >
      > John
      >
      > --------
      > John Francis
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=424447#424447
      >
      >
      > Attachments:
      >
      > http://forums.matronics.com//files/dscn0304_862.jpg
      >
      >
      > -----
      > No virus found in this message.
      > Checked by AVG - www.avg.com
      >
      >
      
      -- 
      Charles Burkholder
      Visit my blog @ http://missionmechfund.blogspot.ca/
      
      
________________________________________________________________________________
Date: 
Jun 06, 2014
From: 
Douwe Blumberg <douweblumberg(at)earthlink.net>
Subject: 
tale of woe.  please help!
      
      
      Hey all,
      
      I'd sure appreciate some suggestions on this one.
      
      I have a simple electric system on my plane.
      
      It was overcharging from the start, but I didn't know that 18volts was too much
      so was blissfully unaware until my battery got fried.
      
      After lots of testing, it seems the generator field was grounded so we replaced
      it with a good one.  Same problem.
      
      We then replaced the electronic generator controller with an old school points
      type regulator which on the ground seemed to work perfectly.  just went flying
      and it was back to charging at 18 volts!!
      
      I've disconnected the generator for months and just kept the batt charged and the
      system works fine.  this generator seems to be good.
      
      it's such a simple system, and it's all been replaced.  what am I missing here???????
      
      Douwe
      
      
________________________________________________________________________________
Subject: 
Re: Landing Gear's AN3 bolts sheared - replaced with AN3
      or AN4?
From: 
"pineymb" <airltd(at)mts.net>
Date: 
Jun 06, 2014
      
      
      taildrags wrote:
      > I believe Jill's airplane is C-GGLU, may have been built by Lloyd Stamp before
      it was Adrian Meilleur's, and there are pictures of it under construction on
      the Westcoastpiet site under Adrian's name.  From the pictures, it appears to
      be a very conventional split-gear landing gear setup with bungees for shock absorbing.
      My airplane has springs rather than bungees and the spring struts are
      self-limiting as to travel.  I don't know how much travel the bungee setup
      should be limited to.
      
      
      Thought I should intervene and clarify a few things. You are correct Oscar, C-GGLU
      belongs to Jill who acquired it this past past winter after realizing my flying
      days are over due to a serious medical condition. The Piet on WestCoast
      that is still under my name is a different one that I worked on years ago that
      I picked up as a project. Thankfully no other damage to the plane in part due
      to Jill's countless hours on tail draggers including an open cockpit biplane
      she built and flys across the Rockys every year. The bolts that failed were the
      ones through the cross strut and ash member and maybe should of been shear bolts
      or AN4 but I will let the greater minds determined that. Although I still
      find myself monitoring this site, I plan on this being my last post.
      
      --------
      Adrian M
      Winnipeg, MB
      Canada
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424471#424471
      
      
      Attachments: 
      
      http://forums.matronics.com//files/image_117.jpg
      
      
________________________________________________________________________________
From: 
"Boatright, Jeffrey" <jeffboatright(at)emory.edu>
Subject: 
Re: Checkride!!
Date: 
Jun 07, 2014
      
      
      Wow! THE Martha Lunken!
      
      Sent from an iPhone with a spelling problem
      
      > On Jun 6, 2014, at 9:09 PM, "john francis"  wrote:
      >
      >
      > Picture taken at Red Stewart Field, Waynesville, OH.   My instructor, Emerson
      Stewart on my right and Martha Lunken, my flight examiner on my left.
      >
      > --------
      > John Francis
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=424467#424467
      >
      >
      
      ________________________________
      
      This e-mail message (including any attachments) is for the sole use of
      the intended recipient(s) and may contain confidential and privileged
      information. If the reader of this message is not the intended
      recipient, you are hereby notified that any dissemination, distribution
      or copying of this message (including any attachments) is strictly
      prohibited.
      
      If you have received this message in error, please contact
      the sender by reply e-mail message and destroy all copies of the
      original message (including attachments).
      
      
________________________________________________________________________________
From: 
"Boatright, Jeffrey" <jeffboatright(at)emory.edu>
Subject: 
Re: Landing Gear's AN3 bolts sheared - replaced  with
      AN3 or AN4?
Date: 
Jun 07, 2014
      
      
      If I understand you correctly, mine failed similarly a few years ago. Possibly
      a weak part of the design. I repaired and the strengthened with a steel cross
      piece running under the fuselage.
      
      Sent from an iPhone with a spelling problem
      
      > On Jun 6, 2014, at 11:00 PM, "pineymb"  wrote:
      >
      >
      > taildrags wrote:
      >> I believe Jill's airplane is C-GGLU, may have been built by Lloyd Stamp before
      it was Adrian Meilleur's, and there are pictures of it under construction on
      the Westcoastpiet site under Adrian's name.  From the pictures, it appears to
      be a very conventional split-gear landing gear setup with bungees for shock
      absorbing.  My airplane has springs rather than bungees and the spring struts
      are self-limiting as to travel.  I don't know how much travel the bungee setup
      should be limited to.
      >
      >
      > Thought I should intervene and clarify a few things. You are correct Oscar, C-GGLU
      belongs to Jill who acquired it this past past winter after realizing my
      flying days are over due to a serious medical condition. The Piet on WestCoast
      that is still under my name is a different one that I worked on years ago that
      I picked up as a project. Thankfully no other damage to the plane in part due
      to Jill's countless hours on tail draggers including an open cockpit biplane
      she built and flys across the Rockys every year. The bolts that failed were
      the ones through the cross strut and ash member and maybe should of been shear
      bolts or AN4 but I will let the greater minds determined that. Although I still
      find myself monitoring this site, I plan on this being my last post.
      >
      > --------
      > Adrian M
      > Winnipeg, MB
      > Canada
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=424471#424471
      >
      >
      > Attachments:
      >
      > http://forums.matronics.com//files/image_117.jpg
      >
      >
      
      ________________________________
      
      This e-mail message (including any attachments) is for the sole use of
      the intended recipient(s) and may contain confidential and privileged
      information. If the reader of this message is not the intended
      recipient, you are hereby notified that any dissemination, distribution
      or copying of this message (including any attachments) is strictly
      prohibited.
      
      If you have received this message in error, please contact
      the sender by reply e-mail message and destroy all copies of the
      original message (including attachments).
      
      
________________________________________________________________________________
Subject: 
Re: Landing Gear's AN3 bolts sheared - replaced with AN3
      or AN4?
From: 
"oakesje" <jill.oakes(at)umanitoba.ca>
Date: 
Jun 06, 2014
      
      
      Here is a photo of the sheared bolts - builders here say they've been fatigued
      for a long time as fully rusted and flecks of yellow paint...you can see the shiny
      part is the only part holding the head onto the bolt - the 3rd bolt's head
      fell off just as we touched it with the wrench - it looked perfectly A-OK.
      
      I've replaced all landing gear bolts today and really impressed with the workmanship
      on C-GGLU. Lloyd Stamp did an awesome job of building C-GGLU - the bolts
      slid in perfectly, no elongated holes, beautifully aligned. The plans show AN3s
      for the bracket that holds these cross bars on. We're back in the air tomorrow
      and i look forward to taking Adrian's Piet to Carmen's fly in breakfast on
      Sunday - it sure is fun to fly!!!
      Jill
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424479#424479
      
      
      Attachments: 
      
      http://forums.matronics.com//files/2014_06_05_171808_131.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Landing Gear's AN3 bolts sheared - replaced with AN3
      or AN4?
From: 
"oakesje" <jill.oakes(at)umanitoba.ca>
Date: 
Jun 06, 2014
      
      
      Here is a photo of the sheared bolts - builders here say they've been fatigued
      for a long time as fully rusted and flecks of yellow paint...you can see the shiny
      part is the only part holding the head onto the bolt - the 3rd bolt's head
      fell off just as we touched it with the wrench - it looked perfectly A-OK.
      
      I've replaced all landing gear bolts today and really impressed with the workmanship
      on C-GGLU. Lloyd Stamp did an awesome job of building C-GGLU - the bolts
      slid in perfectly, no elongated holes, beautifully aligned. The plans show AN3s
      for the bracket that holds these cross bars on. We're back in the air tomorrow
      and i look forward to taking Adrian's Piet to Carmen's fly in breakfast on
      Sunday - C-GGLU sure is fun to fly!!!
      Jill
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424480#424480
      
      
      Attachments: 
      
      http://forums.matronics.com//files/2014_06_05_171808_138.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Landing Gear's AN3 bolts sheared - replaced with AN3
      or AN4
From: 
"oakesje" <jill.oakes(at)umanitoba.ca>
Date: 
Jun 06, 2014
      
      
      Hi Jeff
      i posted photos of the bolts - it really is neat to see how little was holding
      them in place! I'm really interested in seeing photos of how you resolved the
      same issue. How many hours did you have on your Piet when those bolts failed?
      Thank you
      Jill
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424481#424481
      
      
      Attachments: 
      
      http://forums.matronics.com//files/2014_06_05_171808_198.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Model A
From: 
danhelsper(at)aol.com
Date: 
Jun 07, 2014
      
      
      My front bearing has a tight sound and feel as well, but so far, after it r
      uns and warms-up, that seems to loosen up. You would think yours would show
       more than 160F if that was happening?
      
      Dan Helsper
      Puryear, TN
      
      
      -----Original Message-----
      From: bender <dude(at)twc.com>
      Sent: Fri, Jun 6, 2014 3:49 pm
      Subject: Pietenpol-List: Model A
      
      
      Hey guys..
      So I've been trying to get the courage to flay again after the last 2 glide
      r 
      rides in the Piet..
      I did a full power run on the ground today and sure enough after 15 min or 
      so 
      rpm started falling and I saw a bit of smoke and shut it off.
      it sounds like the front bearing has no oil... nice tight sound and feel.
      it was at 160 deg and 9lbs of oil pressure.. pulling at 1800 rpm.
      
      modern pistons, insert bearings.. same engine builder as Dan.
      
      I'm feeling like a A65 may be in order.. bumming me out
      
      Jeff faith
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424451#424451
      
      
________________________________________________________________________________
Date: 
Jun 07, 2014
Subject: 
Re: Pietenpol Newsletter
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Scotty when will you Aussies learn to spell? It is check not cheque!
      
      
      Golly,
      
      Steve D
      
      
      On Fri, Jun 6, 2014 at 5:03 PM, bubbleboy  wrote:
      
      > scott.dawson3(at)bigpond.com>
      >
      > Thank you John! Its great to have it in a pdf format. Means I dont have to
      > wait for snail mail to Australia!
      >
      > Another suggestion if I may? In the future would it be possible to
      > implement a System to renew by paying on line? Maybe Paypal or similar. I
      > realise there are fees involved on your end with this but I for one would
      > be happy to pay those on top. Up till now I have been sending a Paypal
      > payment to a member in the USA who was then sending a cheque. I have really
      > appreciate him doing this more than he probably knows and would be good if
      > we could do it. Last international money order I sent cost more than the
      > annual BPA subscription!
      >
      > Scotty
      >
      > --------
      > Tamworth, Australia
      > Building a Corvair Powered Pietenpol Air Camper
      >
      > www.scottyspietenpol.com
      >
      > Tail and Ribs built...Building fuselage & undercarriage...Corvair
      > engine at Roy's Garage waiting to be modified.
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=424460#424460
      >
      >
      
      
      -- 
      Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jun 07, 2014
Subject: 
The Cannibal Queen
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Just finished reading "The Cannibal Queen" by Stephen Coonts. Enjoyable
      read about his flying to 48 states In his Stearman.
      
      If anyone wants it I will mail it to you.
      
      
      -- 
      Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jun 07, 2014
From: 
Charles Burkholder <born2fly(at)abcmailbox.net>
Subject: 
Re: The Cannibal Queen
      
      I do!!! Sounds like a great read.
      Charles Burkholder
      31713 Hwy 28
      Bancroft Ontario
      K0L-1C0
      On 6/7/2014 12:47 PM, Steven Dortch wrote:
      > Just finished reading "The Cannibal Queen" by Stephen Coonts. 
      > Enjoyable read about his flying to 48 states In his Stearman.
      > If anyone wants it I will mail it to you.
      >
      >
      > -- 
      > Blue Skies,
      > Steve D
      > *
      >
      >
      > *
      >
      > No virus found in this message.
      > Checked by AVG - www.avg.com <http://www.avg.com>
      >
      
      -- 
      Charles Burkholder
      Visit my blog @ http://missionmechfund.blogspot.ca/
      
      
________________________________________________________________________________
From: 
"Boatright, Jeffrey" <jeffboatright(at)emory.edu>
Subject: 
Re: Landing Gear's AN3 bolts sheared - replaced  with
      AN3 or AN4
Date: 
Jun 08, 2014
      
      
      Hi Jill,
      
      Our mishap may have been different that yours. Here are some pix at
      Westcoastpiet:
      
      http://www.westcoastpiet.com/images/Wayne%20Bob%20and%20Jeff/pictures.htm
      
      
      --
      
      Jeffrey H. Boatright, PhD, FARVO
      Professor of Ophthalmology
      Emory University School of Medicine
      
      
      On 6/7/14, 1:21 AM, "oakesje"  wrote:
      
      >
      >Hi Jeff
      >i posted photos of the bolts - it really is neat to see how little was
      >holding them in place! I'm really interested in seeing photos of how you
      >resolved the same issue. How many hours did you have on your Piet when
      >those bolts failed?
      >Thank you
      >Jill
      >
      >
      >Read this topic online here:
      >
      >http://forums.matronics.com/viewtopic.php?p=424481#424481
      >
      >
      >Attachments:
      >
      >http://forums.matronics.com//files/2014_06_05_171808_198.jpg
      >
      >
      
      
      ________________________________
      
      This e-mail message (including any attachments) is for the sole use of
      the intended recipient(s) and may contain confidential and privileged
      information. If the reader of this message is not the intended
      recipient, you are hereby notified that any dissemination, distribution
      or copying of this message (including any attachments) is strictly
      prohibited.
      
      If you have received this message in error, please contact
      the sender by reply e-mail message and destroy all copies of the
      original message (including attachments).
      
      
________________________________________________________________________________
Subject: 
Re: The Cannibal Queen
From: 
"GNflyer" <rayeh48(at)yahoo.com>
Date: 
Jun 07, 2014
      
      
      it is great but watch out. it may give you ideas about flying all over the U.S.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424502#424502
      
      
________________________________________________________________________________
Subject: 
Re: Model A
From: 
"bender" <dude(at)twc.com>
Date: 
Jun 08, 2014
      
      
      I'm working on taking the engine off and tearing it down. .. it doesn't feel right
      at all. I'll find the problem.  With the oil pressure and temps I had I would
      think it should have been fine. It's still tight after cooling down. . And
      noisy. 
      
      Jeff
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424511#424511
      
      
________________________________________________________________________________
Date: 
Jun 08, 2014
From: 
Tim White <aa5flyer(at)gmail.com>
Subject: 
Re: Pietenpol Newsletter
      
      
      Thanks for the electronic version!  Now I can get it in Florida and Ohio 
      without depending on the US mail to forward.  Online payment of fees 
      would also be good.
      
      Tim White
      On 6/5/2014 3:04 PM, John Hofmann wrote:
      > Hello Good People!
      >
      > While you await your printed copy, here is the latest pdf file to enjoy. My apologies
      on being even more tardy. I have a useless nephew who took his drug addiction
      to the next level and decided to become a quadriplegic. Given his immediate
      family shares the same moral fiber, my wife and I have had to arrange for
      his short term and long term care over the past couple of months. Lots of distractions.
      >
      > Now back to Pietenpols.
      >
      > -john-
      
      
________________________________________________________________________________
From: 
John Weber <ransfly(at)aol.com>
Subject: 
Model A questions
Date: 
Jun 08, 2014
      
      
      Hi All,
         Hoping I could get some input from those that are flying behind Model A engines.
      We are helping one of our EAA chapter members with his Model A powered Piet.
      For starting, are you using a choke or primer system or will it crank up
      ok hand-propping without?  Any suggestions or photos of your carb heat system
      would be greatly appreciated.  Thank you in advance.  John Weber.
      
      
________________________________________________________________________________
Subject: 
Re: Pietenpol Newsletter
From: 
"bubbleboy" <scott.dawson3(at)bigpond.com>
Date: 
Jun 08, 2014
      
      
      Fantastic John! 
      
      Steve...let me check the correct way to spell cheque...
      
      Scotty
      
      --------
      Tamworth, Australia
      Building a Corvair Powered Pietenpol Air Camper
      
      www.scottyspietenpol.com
      
      Fuslage now on its undercarriage! About to start wing spars...Corvair engine at
      Roy's Garage waiting to be modified.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424523#424523
      
      
________________________________________________________________________________
Subject: 
Re: Model A questions
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 08, 2014
      
      
      John;
      
      I'm sure you'll get some feedback from the good people on this list, but in the meantime, you can really get some good information on what you're asking by looking at some of the engine pictures on www.westcoastpiet.com .
      
      A couple of good ones come to mind: Larry Williams, Dan Helsper, Howard Henderson,
      and one of the real experts, Ken Perkins.  Looking at the engine pictures
      of those guys' airplanes, you can see a lot of detail on how they did their carb
      heat.  And looking at the cockpit and control panel shots of those airplanes,
      I don't see a manual choke control in the cockpits but there may be one right
      on the carb.  I don't know Fords well enough to tell you.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424528#424528
      
      
________________________________________________________________________________
Subject: 
Re: damaged tail
From: 
"tools" <n0kkj(at)yahoo.com>
Date: 
Jun 08, 2014
      
      
      The trailing edge spar of the horiz stab of 2RN was damaged in a ground loop incident.
      I've got pics somewhere of what it looked like before uncovering, not
      sure where they are, but suffice it to say, it seemed to indicate the same problem
      exactly.
      
      Upon removal and uncovering I found indeed the trailing edge was "cracked" and
      clearly some ribs were fouled up.  The tail hit on one side as the plane rode
      up on one wheel, also hitting a wing tip.  Similar damage was observed externally
      on the wing, in that ribs were upset.  
      
      Turns out, in the wing, the spar was undamaged, but the spar in the horiz stab
      was.  This first pic shows the big picture (a bit out of order, I made a scarf
      cut) how the ribs were damaged which is really what was obvious externally.
      
      
      The spar damage itself is shown here.  Makes one consider finishing the break and
      just gluing the spar back together.  While not quite a "fifteen to one" ratio,
      that sort of fix would indeed be clearly plenty strong.  
      
      
      However, that spar crack is the least of the problems.  Often referred to, probably
      not often seen, is the infamous "compression fracture".  First, look at the
      rib failure.  Clearly a rib broke that badly is now quite a bit shorter than
      it was, in that it's going up and down a lot more than it's straight neighbors.
      That crack, while resting nearly where it was, clearly was quite a bit more
      out of alignment during the failure.  Look at this next picture sighting down
      along the spar.  You can just barely see how the spar is out of alignment.
      That one crack cannot allow that on its own, and you can see where the spar takes
      a turn inward...
      
      
      A much closer look reveals this little gem hiding under a rib.  A little protrusion
      that would be easy to miss.  
      
      
      THAT is a compression fracture.  The wood there has practically NO strength.  The
      obvious first crack really is pretty strong, but here, the wood is COMPLETELY
      compromised and is essentially the same as a wind shake.  Very much akin to
      column buckling.  It cannot be repaired at all, it simply has to be cut completely
      out and replaced.  
      
      This is a really nice example of it really, it could be quite a bit less obvious...
      which is why spar damage during any wing to ground contact is scary.  It
      really may not be very obvious.  
      
      Anyhoo, here's how I fixed it.
      
      Cleary, you have to scarf out the bad wood and replace it.  To cut the scarf, I
      simply used a decent sized back saw held by hand.  It's very low tech but can
      be done anywhere, I scarf cut all four of my fuse longerons to replace the tail
      post in the same manner.  Also did this to replace longeron sections where
      the main landing gear mounts after removing the belly skin.  
      
      
      Once making the scarf cut in two places, I carved off the top gusset inboard and
      carved out the old spar.
      
      
      These pics bring up a couple of worthwhile points.  First, notice the gray wood?
      This airplane has spent NO appreciable time outdoors, ever.  That's water intrustion.
      The bolts were corroded and there's evidence of water in the spar
      where the holes were.  
      
      Second, you can see where the gusset did, and DID NOT have good glue joints.  When
      you lay tile floors, you spread the adhesive and lay the tile, and press it
      in.  GOOD technique would then have you REMOVE the tile and inspect how well
      the adhesive (thinset) transferred to the tile.  Less than 90 plus percent of
      the tile having some glue on it demonstrates poor technique.  The same can be
      said of ANY gluing operation, as tedious as it is.  
      
      Third, you can see where some wood was never varnished.  THIS IS EASY TO DO!  However,
      water sitting in there, at the trailing edge of a stab, would easily cause
      dry rot where it would NEVER be caught during any sort of inspection short
      of uncovering after total dismantling.  Food for thought.
      
      Cutting the replacement part is tricky.  When tapers like this are involved, length
      errors compound quickly.  I milled up some extra spar material and made one
      half...
      
      
      Cut the other half...
      
      
      Used some common witness marks...
      
      
      To get a good pattern for the replacement part.
      
      
      The new part fit well and I was quite happy with the repair.  Here's a pic of all
      the new wood required to effect the repair:
      
      
      Repairs are always daunting because you have to undo something before making progress.
      In the end, it's ALWAYS faster than starting from scratch.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424530#424530
      
      
________________________________________________________________________________
Subject: 
Re: Model A
From: 
"tools" <n0kkj(at)yahoo.com>
Date: 
Jun 08, 2014
      
      
      Water temp and bearing clearance deficiency don't necessarily correlate.  I had
      a early 40's Allis B tractor that used to seize due to NO oil flow all the time...
      Embarrassingly it took me a couple years to figure that out!  
      
      To make a long story short, due to NO oil flow, it would heat up, bearing clearance
      would disappear and it would seize.  When it cooled down, started and ran
      good.  After two years of this, I figured it out, removed the clog and it has
      run good since, apparently no real damage.  it's about a 20 hp 4 cylinder overhead
      valve gas burning engine.  
      
      During that entire time, the operable and observed water temp gauge NEVER showed
      a problem.  After all, it's a water temp gauge, not a bearing temp gauge. Never
      showed obvious signs of overheating (smoking block, radiator blowing it's
      top, knocking, water loss, anything), it would suddenly lose power and quit. 
      Wouldn't restart.  I kept assuming it was the fault of a bad ground and the usual
      problems with a six volt system.  
      
      Obtaining proper bearing clearance isn't trival.  I had an engine rebuilt by the
      (then) editor of Hot Rod magazine.  He sent the engine out to his normal engine
      shop.  If there's ANYONE you'd think he'd do a good job for, it would be the
      current editor of a national car enthusiast magazine.  However, it was Jeff's
      practice to double check clearance by putting in the inserts, torquing the
      caps down and simply measuring with good tools.  He sent the block back TWICE
      before it was correct.  He said this was pretty normal.  
      
      The clearances were good enough that the engine would have run well, but wouldn't
      have had the longevity it should have had...
      
      The point is, even though a reputable builder built the engine, it's possible you
      simply have clearance issues that need to be double checked.  The other possibility
      is a clogged oil passage (I'm not familiar with the entire oil system
      of a model a... am now pretty familiar with the venerable Allis model B!).  I'd
      check those issues for sure. 
      
      Would love to know what you find out!
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424531#424531
      
      
________________________________________________________________________________
Subject: 
Re: Model A questions
From: 
John Weber <ransfly(at)aol.com>
Date: 
Jun 09, 2014
      
      
      Thank you, Oscar. John
      
      Sent from my iPhone
      
      > On Jun 8, 2014, at 11:45 PM, "taildrags"  wrote:
      > 
      > 
      > John;
      > 
      > I'm sure you'll get some feedback from the good people on this list, but in the meantime, you can really get some good information on what you're asking by looking at some of the engine pictures on www.westcoastpiet.com .
      > 
      > A couple of good ones come to mind: Larry Williams, Dan Helsper, Howard Henderson,
      and one of the real experts, Ken Perkins.  Looking at the engine pictures
      of those guys' airplanes, you can see a lot of detail on how they did their
      carb heat.  And looking at the cockpit and control panel shots of those airplanes,
      I don't see a manual choke control in the cockpits but there may be one right
      on the carb.  I don't know Fords well enough to tell you.
      > 
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=424528#424528
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jun 09, 2014
From: 
Douwe Blumberg <douweblumberg(at)earthlink.net>
Subject: 
tail damage
      
      
      I just want to say Thanks to Tools for taking the time to write such a good description
      of his cracked tail fix.  It is very helpful in many ways and there seem
      to be fewer and fewer guys providing that kind of in-depth help here these
      days.
      
      kudos!
      
      Jeff, I feel for you man!  I admire your persistance.  it'll pay off my friend.
      It really does sound like it is something small like an oil circulation issue
      or a too tight tolerance somewhere.  those issues can be pesky, but it'll be
      worth it.
      
      Douwe
      
      
________________________________________________________________________________
Date: 
Jun 09, 2014
Subject: 
Re: The Cannibal Queen
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Charles, The book is on it's way.
      
      Steve D
      
      On Sat, Jun 7, 2014 at 2:07 PM, Charles Burkholder 
      wrote:
      
      > I do!!! Sounds like a great read.
      > Charles Burkholder
      > 31713 Hwy 28
      > Bancroft Ontario
      > K0L-1C0
      >
      > On 6/7/2014 12:47 PM, Steven Dortch wrote:
      >
      >  Just finished reading "The Cannibal Queen" by Stephen Coonts. Enjoyable
      > read about his flying to 48 states In his Stearman.
      >
      > If anyone wants it I will mail it to you.
      >
      >
      > --
      >  Blue Skies,
      > Steve D
      >
      >
      >  No virus found in this message.
      > Checked by AVG - www.avg.com
      > 06/07/14
      >
      >
      > --
      > Charles Burkholder
      > Visit my blog @ http://missionmechfund.blogspot.ca/
      >
      > *
      >
      >
      > *
      >
      >
      
      
      -- 
       Blue Skies,
      Steve D
      
________________________________________________________________________________
Subject: 
Re: damaged tail
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 09, 2014
      
      
      Your pictures made my day, Tools.  I just finished some trivets for my wife (wine
      corks for the trivet surface) and was kicking myself about the blade burns
      that developed while ripping the pieces.  It's good to see that even a guy called
      'Tools' can make blade burns too ;o)
      
      Good work on the repairs though.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424549#424549
      
      
________________________________________________________________________________
Date: 
Jun 09, 2014
Subject: 
Re: tail damage
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      GAAAAA! I have not seen Tools email about tail damage repair and cannot
      find it anywhere. I see answers but not the original Email. Will Someone
      send it to me? As I now have some tail damage to repair and would love to
      see his work.
      
      Blue Skies,
      Steve D
      
      
      On Mon, Jun 9, 2014 at 7:25 AM, Douwe Blumberg 
      wrote:
      
      > douweblumberg(at)earthlink.net>
      >
      > I just want to say Thanks to Tools for taking the time to write such a
      > good description of his cracked tail fix.  It is very helpful in many ways
      > and there seem to be fewer and fewer guys providing that kind of in-depth
      > help here these days.
      >
      > kudos!
      >
      > Jeff, I feel for you man!  I admire your persistance.  it'll pay off my
      > friend.  It really does sound like it is something small like an oil
      > circulation issue or a too tight tolerance somewhere.  those issues can be
      > pesky, but it'll be worth it.
      >
      > Douwe
      >
      >
      
      
      -- 
      Blue Skies,
      Steve D
      
________________________________________________________________________________
Date: 
Jun 09, 2014
Subject: 
Re: tail damage
From: 
Ryan Mueller <ryan(at)rmueller.org>
      
      You can also find the thread (and all the pics) on the web-based forum:
      
      http://forums.matronics.com/viewtopic.php?t=103850
      
      
      On Mon, Jun 9, 2014 at 11:38 AM, Steven Dortch 
      wrote:
      
      > GAAAAA! I have not seen Tools email about tail damage repair and cannot
      > find it anywhere. I see answers but not the original Email. Will Someone
      > send it to me? As I now have some tail damage to repair and would love to
      > see his work.
      >
      > Blue Skies,
      > Steve D
      >
      >
      > On Mon, Jun 9, 2014 at 7:25 AM, Douwe Blumberg <
      > douweblumberg(at)earthlink.net> wrote:
      >
      >> douweblumberg(at)earthlink.net>
      >>
      >> I just want to say Thanks to Tools for taking the time to write such a
      >> good description of his cracked tail fix.  It is very helpful in many ways
      >> and there seem to be fewer and fewer guys providing that kind of in-depth
      >> help here these days.
      >>
      >> kudos!
      >>
      >> Jeff, I feel for you man!  I admire your persistance.  it'll pay off my
      >> friend.  It really does sound like it is something small like an oil
      >> circulation issue or a too tight tolerance somewhere.  those issues can be
      >> pesky, but it'll be worth it.
      >>
      >> Douwe
      >>
      >> ==========
      >> br> -List" target="_blank">
      >> http://www.matronics.com/Navigator?Pietenpol-List
      >> ==========
      >> MS -
      >> k">http://forums.matronics.com
      >> ==========
      >> e -
      >>          -Matt Dralle, List Admin.
      >> t="_blank">http://www.matronics.com/contribution
      >> ==========
      >>
      >>
      >>
      >>
      >
      >
      > --
      > Blue Skies,
      > Steve D
      >
      > *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Model A questions
From: 
"BYD" <billsayre(at)ymail.com>
Date: 
Jun 09, 2014
      
      
      In my application I utilized the GAV (Gas Adjusting Valve) on the Zenith carburetor
      for a choke (as is done in the automobile).  I added a spring to keep the
      flapper-valve open during normal operation and I have a bit of hose cut to the
      correct length and split down the side that I place on the exposed shaft of
      the GAV to keep the choke on (while priming) and then remove the hose before making
      the ignition hot and place it on the outer shell of the throttle cable for
      storage during operation.  My routine is flour blades choked, four blades more
      to suck the juice up into the manifold, make it hot and start.
      
      The enclosed picture was taken before the mixture was set and the GAV shaft safetied
      so it could not turn (or rotate).
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424557#424557
      
      
      Attachments: 
      
      http://forums.matronics.com//files/choke_spring_127.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Model A
From: 
"bender" <dude(at)twc.com>
Date: 
Jun 09, 2014
      
      
      So the engine is out and torn down and I have a piston scored on all 4 "corners"
      last time this happened it was the #4 piston now the #1 piston. the #2 piston
      has a bit of wear down both sides if the skirt the  I have 283 chevy pistons
      and insert rods and mains. I understand this is a sign of heat problems. the
      water temp never got to 170... I just measured the clearance with a piston and
      a feeler gage and can just get a .003 between the piston and the wall... I read
      that I should have .005-.007.. I think the bore may be too tight
      
      any thoughts
      
      Jeff Faith
      Lou KY
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424561#424561
      
      
________________________________________________________________________________
Subject: 
Re: Model A
From: 
"Chris Rusch" <rmdinfo(at)rmdbenders.com>
Date: 
Jun 09, 2014
      
      
      Maybe a steam pocket in the cylinder walls?
      
      --------
      NX321LR
      Now test flying!!
      Mitsubishi Powered
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424565#424565
      
      
________________________________________________________________________________
Subject: 
Re: Model A
From: 
"tools" <n0kkj(at)yahoo.com>
Date: 
Jun 09, 2014
      
      
      Where are you measuring the clearance?  Usually measured at the skirt, at the widest
      point (if they are cam ground, and if they're 283 pistons, I believe they
      are).  
      
      .003 clearance doesn't sound too bad, haven't read up on model A's though.  Race
      engines usually run more clearance because they run hotter.  However, if the
      clearance is being read at the wrong point, you probably don't have clearance.
      I just can't remember if the widest point of the skirt is perpendicular to
      the wrist pin or the other way... easily googleable, often times shown in manuals
      possibly even with the piston set.
      
      Either way, the scoring says it all, you definitely need more.  Hopefully you can
      hone out the damage to the walls, possibly reuse the pistons (worst case new
      ones aren't that much) and get her back together.  
      
      I've corrected taper and out of round with a Lisle 15000 hone (easily avail on
      ebay) that you run with a drill all the way out to .010 over, so you could easily
      go from .003 to .005-7 with just the hone which will likely take out your
      scoring.  
      
      If you don't have enough clearance, normal running temps will swell the piston
      and cause interference, so it wouldn't show in the water temperature.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424567#424567
      
      
________________________________________________________________________________
Subject: 
Re: damaged tail
From: 
"tools" <n0kkj(at)yahoo.com>
Date: 
Jun 09, 2014
      
      
      Oh ya, that was a $100 table saw we bought for my son.  My table saw was buried
      beneath a wing!
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424568#424568
      
      
________________________________________________________________________________
Subject: 
Re: Model A
From: 
"bender" <dude(at)twc.com>
Date: 
Jun 09, 2014
      
      
      I did measure at the skirt.. widest point..and 3 thousandths almost wouldn't go.
      read that .005-.007 was normal .. I only have half that. 2 pistons need to be
      replaced in may opinion so prob do all four, and thinking I'll take it to a
      shop and have them bore 3 or four thousandths. and confirm roundness. 
      
      I have a pretty large "steam" pipe in the front of the head..
      last time this happened to the rear cylinder now the front.. I'm guessing water
      flow and steam problem wouldn't move around.
      
      thanks gentleman
      
      
      Jeff Faith
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424571#424571
      
      
________________________________________________________________________________
Date: 
Jun 09, 2014
From: 
Charles Burkholder <born2fly(at)abcmailbox.net>
Subject: 
Re: The Cannibal Queen
      
      Thankyou Steven. When I am done with it I will send it onto the next 
      aviator/future aviator.
      Charles B
      On 6/9/2014 9:08 AM, Steven Dortch wrote:
      > Charles, The book is on it's way.
      >
      > Steve D
      >
      > On Sat, Jun 7, 2014 at 2:07 PM, Charles Burkholder 
      > > wrote:
      >
      >     I do!!! Sounds like a great read.
      >     Charles Burkholder
      >     31713 Hwy 28
      >     Bancroft Ontario
      >     K0L-1C0
      >
      >     On 6/7/2014 12:47 PM, Steven Dortch wrote:
      >>     Just finished reading "The Cannibal Queen" by Stephen Coonts.
      >>     Enjoyable read about his flying to 48 states In his Stearman.
      >>     If anyone wants it I will mail it to you.
      >>
      >>
      >>     -- 
      >>     Blue Skies,
      >>     Steve D
      >>     *
      >>
      >>
      >>     *
      >>
      >>     No virus found in this message.
      >>     Checked by AVG - www.avg.com <http://www.avg.com/>
      >>     06/07/14
      >>
      >
      >     -- 
      >     Charles Burkholder
      >     Visit my blog @http://missionmechfund.blogspot.ca/
      >
      >     *
      >
      >     " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
      >     ttp://forums.matronics.com
      >     _blank">http://www.matronics.com/contribution
      >
      >     *
      >
      >
      > -- 
      > Blue Skies,
      > Steve D
      > *
      >
      >
      > *
      >
      > No virus found in this message.
      > Checked by AVG - www.avg.com <http://www.avg.com>
      >
      
      -- 
      Charles Burkholder
      Visit my blog @ http://missionmechfund.blogspot.ca/
      
      
________________________________________________________________________________
Date: 
Jun 09, 2014
From: 
Charles Burkholder <born2fly(at)abcmailbox.net>
Subject: 
Re: Landing Gear's AN3 bolts sheared - replaced  with
      AN3 or AN4?
      
      
      I am almost at this stage with my landing gear. This means I will be 
      using AN4 bolts for this instead of AN3 specified by the plans. Good timing.
      Charles B
      On 6/7/2014 12:17 AM, oakesje wrote:
      >
      > Here is a photo of the sheared bolts - builders here say they've been fatigued
      for a long time as fully rusted and flecks of yellow paint...you can see the
      shiny part is the only part holding the head onto the bolt - the 3rd bolt's head
      fell off just as we touched it with the wrench - it looked perfectly A-OK.
      >
      > I've replaced all landing gear bolts today and really impressed with the workmanship
      on C-GGLU. Lloyd Stamp did an awesome job of building C-GGLU - the bolts
      slid in perfectly, no elongated holes, beautifully aligned. The plans show
      AN3s for the bracket that holds these cross bars on. We're back in the air tomorrow
      and i look forward to taking Adrian's Piet to Carmen's fly in breakfast
      on Sunday - C-GGLU sure is fun to fly!!!
      > Jill
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=424480#424480
      >
      >
      > Attachments:
      >
      > http://forums.matronics.com//files/2014_06_05_171808_138.jpg
      >
      >
      > -----
      > No virus found in this message.
      > Checked by AVG - www.avg.com
      >
      >
      
      -- 
      Charles Burkholder
      Visit my blog @ http://missionmechfund.blogspot.ca/
      
      
________________________________________________________________________________
Subject: 
Re: Model A
From: 
"tools" <n0kkj(at)yahoo.com>
Date: 
Jun 09, 2014
      
      
      I can't find where 5 to 7 is normal, but it seems there really isn't any other
      explanation than not enough clearance.  We do have modern pistons in a old ford
      block... and completely agree that 5 to 7 isn't too much.  Many manuals don't
      recommend reboring until well over 8 thousanths oversize as long as the cylinder
      isn't tapered or out of round.
      
      One more thing to check is piston ring gap.  Off the top of my head I'm thinking
      20 thou is pretty normal.  If the rings were causing excess friction, that could
      heat up the piston to where 3 thou clearance isn't enough.  
      
      The easiest way to check is pull a ring, put it in the cylinder and then use a
      feeler gage on the gap.  Doesn't seem likely, but worth checking.
      
      I imagine your engine shop will tell you this, but just to be sure, boring a few
      thousanths like that is extremely hard.  Boring to within a thou is pretty easy,
      but only if you're taking 10 or more altogether... they'll most likely hone
      the cylinders to the size you want.  
      
      You really can do this yourself, but you do need a decent bore gage.  May not be
      worth getting the $150 hone and $100 bore gage, but otherwise the job really
      isn't that big of a deal.  Wish you were nearby, would be a fun afternoon project.
      
      
      Hope this fixes the problem!
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424575#424575
      
      
________________________________________________________________________________
Subject: 
Flying to brodhead 2014.
From: 
"tools" <n0kkj(at)yahoo.com>
Date: 
Jun 09, 2014
      
      
      Been somewhat on the fence about bringing up the Piet, but have decided to do it.
      
      
      Will be starting from 9A5, Lafayette GA.  Probably overnighting near Sullivan IN,
      then getting in the next day.  Prob take off Wed, get in Thurs noonish.
      
      Will likely have a ground chaser coming along.  Anyone wanting to fly along or
      meet along the way is more than welcome.  May be a couple more planes coming from
      the Atlanta area, no confirmations yet.  
      
      Will also be taking her up to the convention on Sun morning for the week.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424577#424577
      
      
________________________________________________________________________________
Subject: 
Re: Model A questions
From: 
John Weber <ransfly(at)aol.com>
Date: 
Jun 09, 2014
      
      
      Thanks.  John
      On Jun 9, 2014, at 2:51 PM, BYD  wrote:
      
      > 
      > In my application I utilized the GAV (Gas Adjusting Valve) on the Zenith carburetor
      for a choke (as is done in the automobile).  I added a spring to keep the
      flapper-valve open during normal operation and I have a bit of hose cut to
      the correct length and split down the side that I place on the exposed shaft of
      the GAV to keep the choke on (while priming) and then remove the hose before
      making the ignition hot and place it on the outer shell of the throttle cable
      for storage during operation.  My routine is flour blades choked, four blades
      more to suck the juice up into the manifold, make it hot and start.
      > 
      > The enclosed picture was taken before the mixture was set and the GAV shaft safetied
      so it could not turn (or rotate).
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=424557#424557
      > 
      > 
      > 
      > 
      > Attachments: 
      > 
      > http://forums.matronics.com//files/choke_spring_127.jpg
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
New builder questions
From: 
"fastj22" <fastj22(at)yahoo.com>
Date: 
Jun 09, 2014
      
      
      Hello,
      I'd first like to introduce myself.  My name is John Gillis and I've built and
      currently fly a Sonex Waiex.  I'm onto my second airplane and decided on a Pietenpol
      after sitting in a friends.  I purchased the plans and ordered the EAA
      books recommended by pietenpols.org.  I know how to assemble a sheet metal plane
      and fabricate metal parts, but wood and fabric will be a new skill set for
      me.
      
      I have a couple of questions to start with.
      
      Are the kit bundles from Aircraft Spruce the best way to get started?
      Is shipping of the long spruce pieces expensive?
      Can you locally source any of the spruce or plywood in say Denver?
      I would like to put a Rotec R2800 on the nose, alternately an O235 or Corvair.
      What fuselage length do you choose?
      
      Thanks in advance and I apologize if this gets rehashed too often.  I couldn't
      find any info on this using the search function or in the FAQ.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424585#424585
      
      
________________________________________________________________________________
Subject: 
Re: ###Second Flight####
From: 
"Chris Rusch" <rmdinfo(at)rmdbenders.com>
Date: 
Jun 09, 2014
      
      
      We'll folks, had the Piet up for its third flight a few days ago about 1/2 hour,
      and my rear stick pressure is still there and really heavy. In order to fix
      this condition, last fall I shimmed up the rear of the elevator a 1/4" and it
      did absolutely nothing. After reading some riblett posts I think I need to make
      the cabanes 11/16 different to get the same 2 deg angle of incedence, to match
      the fc10 airfoil. Before I tear it apart, I am going to have my test pilot
      fly with 50# worth of ballast with him, that would equal my 200# and see if I'm
      just on the front edge of the weight and balance. My trim don't work either.
      I was really hoping to be flying myself by this time, but I don't think it's
      gonna happen for awhile. On a positive note, the engine ran great! 
      Open for any input....
      
      --------
      NX321LR
      Now test flying!!
      Mitsubishi Powered
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424587#424587
      
      
________________________________________________________________________________
Subject: 
Re: ###Second Flight####
From: 
"Chris Rusch" <rmdinfo(at)rmdbenders.com>
Date: 
Jun 09, 2014
      
      
      Current pic
      
      --------
      NX321LR
      Now test flying!!
      Mitsubishi Powered
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424588#424588
      
      
      Attachments: 
      
      http://forums.matronics.com//files/image_552.jpg
      
      
________________________________________________________________________________
From: 
"Boatright, Jeffrey" <jeffboatright(at)emory.edu>
Subject: 
Re: ###Second Flight####
Date: 
Jun 10, 2014
      
      
      Hi Chris,
      
      Sorry to hear of these difficulties. I went through similar, including
      altering the elevator angle and messing about with trim. Check your weight
      and balance carefully. My problem turned out to be the CG was too far aft.
      I ended up moving the wing back 3 inches. Seemed to help most of the
      problems.
      
      Jeff
      
      --
      
      
      On 6/9/14, 9:25 PM, "Chris Rusch"  wrote:
      
      >
      >
      >We'll folks, had the Piet up for its third flight a few days ago about
      >1/2 hour, and my rear stick pressure is still there and really heavy. In
      >order to fix this condition, last fall I shimmed up the rear of the
      >elevator a 1/4" and it did absolutely nothing. After reading some riblett
      >posts I think I need to make the cabanes 11/16 different to get the same
      >2 deg angle of incedence, to match the fc10 airfoil. Before I tear it
      >apart, I am going to have my test pilot fly with 50# worth of ballast
      >with him, that would equal my 200# and see if I'm just on the front edge
      >of the weight and balance. My trim don't work either. I was really hoping
      >to be flying myself by this time, but I don't think it's gonna happen for
      >awhile. On a positive note, the engine ran great!
      >Open for any input....
      >
      >--------
      >NX321LR
      >Now test flying!!
      >Mitsubishi Powered
      >
      >
      >Read this topic online here:
      >
      >http://forums.matronics.com/viewtopic.php?p=424587#424587
      >
      >
      
      
      ________________________________
      
      This e-mail message (including any attachments) is for the sole use of
      the intended recipient(s) and may contain confidential and privileged
      information. If the reader of this message is not the intended
      recipient, you are hereby notified that any dissemination, distribution
      or copying of this message (including any attachments) is strictly
      prohibited.
      
      If you have received this message in error, please contact
      the sender by reply e-mail message and destroy all copies of the
      original message (including attachments).
      
      
________________________________________________________________________________
Subject: 
Re: ###Second Flight####
From: 
"aerocarjake" <flight.jake(at)gmail.com>
Date: 
Jun 09, 2014
      
      
      Congrats on your flying... Thanks for the picture and video....
      
      --------
      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=424592#424592
      
      
________________________________________________________________________________
Subject: 
Re: ###Second Flight####
From: 
"GNflyer" <rayeh48(at)yahoo.com>
Date: 
Jun 09, 2014
      
      
      I realize it won't solve the problem of trying o maintain a more level fuselage
      angle and still get the angle of attack on the wing right. but as long as the
      CG figures prove it to be safe would you not think about putting a few pounds
      t the tail post? might give you a little better indication of how it will perform
      with more neutral stick pressure but for sure the thrust angle will be looking
      up.  but then I have no doubt t has been anyway since you have to maintain
      that wing angle to get the needed lift. I really like the look of the engine.
      beautiful classic - how do you think the thrust compares with a continental
      or the lowly corvair?  Raymond- GN-1/vair
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424593#424593
      
      
________________________________________________________________________________
Subject: 
Re: West Coast Pietenpol Gathering
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 09, 2014
      
      
      Did the Frazier Lake gathering happen this past weekend?  Is there news, or pictures?
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424594#424594
      
      
________________________________________________________________________________
Subject: 
Re: West Coast Pietenpol Gathering
From: 
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date: 
Jun 09, 2014
      
      
      Oscar,
      Sorry to say that because you declined to fly down it got canceled. Just kidding.
      We had a great time and the weather was great. Only five planes this year for
      many different reasons but I think all were health related, aircraft and human.
      I didn't take any pics but I'm sure others did. Four piets flew to Los Banos
      for breakfast on Sunday morning then went our separate ways. I managed to
      log 9 hours in the air this weekend. Can't wait til next year. 363 more days
      to go.
      
      --------
      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=424595#424595
      
      
________________________________________________________________________________
Date: 
Jun 09, 2014
Subject: 
Re: The Cannibal Queen
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Enjoy. Steve
      
      
      On Mon, Jun 9, 2014 at 4:51 PM, Charles Burkholder 
      wrote:
      
      >  Thankyou Steven. When I am done with it I will send it onto the next
      > aviator/future aviator.
      > Charles B
      >
      > On 6/9/2014 9:08 AM, Steven Dortch wrote:
      >
      > Charles, The book is on it's way.
      >
      > Steve D
      >
      >  On Sat, Jun 7, 2014 at 2:07 PM, Charles Burkholder <
      > born2fly(at)abcmailbox.net> wrote:
      >
      >> I do!!! Sounds like a great read.
      >> Charles Burkholder
      >> 31713 Hwy 28
      >> Bancroft Ontario
      >> K0L-1C0
      >>
      >> On 6/7/2014 12:47 PM, Steven Dortch wrote:
      >>
      >>  Just finished reading "The Cannibal Queen" by Stephen Coonts. Enjoyable
      >> read about his flying to 48 states In his Stearman.
      >>
      >> If anyone wants it I will mail it to you.
      >>
      >>
      >> --
      >>  Blue Skies,
      >>  Steve D
      >>
      >>
      >>
      >>  No virus found in this message.
      >> Checked by AVG - www.avg.com
      >> 06/07/14
      >>
      >>
      >> --
      >> Charles Burkholder
      >> Visit my blog @ http://missionmechfund.blogspot.ca/
      >>
      >>  *
      >>
      >> " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List 
      >> ttp://forums.matronics.com <http://forums.matronics.com>
      >> _blank">http://www.matronics.com/contribution 
      >>
      >> *
      >>
      >>
      >
      >
      > --
      >  Blue Skies,
      >  Steve D
      >
      >
      >  No virus found in this message.
      > Checked by AVG - www.avg.com
      > 06/09/14
      >
      >
      > --
      > Charles Burkholder
      > Visit my blog @ http://missionmechfund.blogspot.ca/
      >
      > *
      >
      >
      > *
      >
      >
      
      
      -- 
      Blue Skies,
      Steve D
      
________________________________________________________________________________
Subject: 
photo ID needed
From: 
"taildrags" <taildrags(at)hotmail.com>
Date: 
Jun 09, 2014
      
      
      Can someone please identify the Pietenpoler who is giving "curmudgeon-in-training"
      Dan Helsper a hand-prop in the attached photo?  Thanks much.
      
      --------
      Oscar Zuniga
      Medford, OR
      Air Camper NX41CC "Scout"
      A75 power
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424598#424598
      
      
      Attachments: 
      
      http://forums.matronics.com//files/hand_prop_small_955.jpg
      
      
________________________________________________________________________________
Subject: 
Re: photo ID needed
From: 
John Hofmann <jhofmann(at)reesgroupinc.com>
Date: 
Jun 09, 2014
      
      
      That is Matt Paxton, gentleman and scholar......
      
      
      On Jun 9, 2014, at 11:30 PM, taildrags  wrote:
      
      > 
      > Can someone please identify the Pietenpoler who is giving "curmudgeon-in-training"
      Dan Helsper a hand-prop in the attached photo?  Thanks much.
      > 
      > --------
      > Oscar Zuniga
      > Medford, OR
      > Air Camper NX41CC "Scout"
      > A75 power
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=424598#424598
      > 
      > 
      > 
      > 
      > Attachments: 
      > 
      > http://forums.matronics.com//files/hand_prop_small_955.jpg
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Chris" <catdesigns(at)att.net>
Subject: 
Re: West Coast Pietenpol Gathering
Date: 
Jun 09, 2014
      
      Some Pictures:
      
      Pietenpol's Parked
      All of us ate
      Scott had to exercise to burn off the calories before he could fly
      And fly he did....
      No pictures of Oscar, so sad he missed the fun.  Maybe next year.
      
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of
      AircamperN11MS
      Sent: Monday, June 09, 2014 8:25 PM
      Subject: Pietenpol-List: Re: West Coast Pietenpol Gathering
      
      --> 
      
      Oscar,
      Sorry to say that because you declined to fly down it got canceled. Just
      kidding. We had a great time and the weather was great. Only five planes
      this year for many different reasons but I think all were health related,
      aircraft and human. I didn't take any pics but I'm sure others did. Four
      piets flew to Los Banos  for breakfast on Sunday morning then went our
      separate ways. I managed to log 9 hours in the air this weekend. Can't wait
      til next year. 363 more days to go.
      
      --------
      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=424595#424595
      
      
________________________________________________________________________________
Subject: 
Re: Accident discussion Synopsis
From: 
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date: 
Jun 10, 2014
      
      
      > Pay attention to what you are doing. Don't do anything stupid.
      
      
      Ryan, My dad refers to a phrase like that as "Easy preachin', Hard livin'." Sometimes
      common sense is the uncommon virtue. 
      
      When I was flying in the Marine Corps, my CO used to tell us to ask ourselves the
      question, "How will I explain my decisions on this flight, if I am standing
      in front of a review board in the event of an incident." Not a bad question for
      all of us to ask ourselves before we fly.
      
      Just a late $.02 worth.
      
      --------
      Semper Fi,
      
      Terry Hand
      Athens, GA
      
      USMC, USMCR, ATP
      BVD DVD PDQ BBQ
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424611#424611
      
      
________________________________________________________________________________
From: 
"Boatright, Jeffrey" <jeffboatright(at)emory.edu>
Subject: 
Re: Flying to brodhead 2014.
Date: 
Jun 10, 2014
      
      
      Hi Tools,
      
      Eggsellent!
      
      I am still planning on making the trip from 2GA9, Snellville, GA. My rough
      calendar plan is similar to yours. Do you have a reason for Sullivan as an
      overnight stop? Is there a grass strip you plan to use (Drake?). Id
      previously planned to make my first stop 3M5 (Moontown) as its grass,
      would make a good first leg (about 2-2.5 h) and would get me west of most
      of the Blue Ridge Mountains.
      
      Thanks,
      
      Jeff
      
      --
      
      Jeffrey H. Boatright, PhD, FARVO
      Professor of Ophthalmology
      Emory University School of Medicine
      
      
      On 6/9/14, 6:00 PM, "tools"  wrote:
      
      >
      >Been somewhat on the fence about bringing up the Piet, but have decided
      >to do it.
      >
      >Will be starting from 9A5, Lafayette GA.  Probably overnighting near
      >Sullivan IN, then getting in the next day.  Prob take off Wed, get in
      >Thurs noonish.
      >
      >Will likely have a ground chaser coming along.  Anyone wanting to fly
      >along or meet along the way is more than welcome.  May be a couple more
      >planes coming from the Atlanta area, no confirmations yet.
      >
      >Will also be taking her up to the convention on Sun morning for the week.
      >
      >
      >Read this topic online here:
      >
      >http://forums.matronics.com/viewtopic.php?p=424577#424577
      >
      >
      
      
      ________________________________
      
      This e-mail message (including any attachments) is for the sole use of
      the intended recipient(s) and may contain confidential and privileged
      information. If the reader of this message is not the intended
      recipient, you are hereby notified that any dissemination, distribution
      or copying of this message (including any attachments) is strictly
      prohibited.
      
      If you have received this message in error, please contact
      the sender by reply e-mail message and destroy all copies of the
      original message (including attachments).
      
      
________________________________________________________________________________
Date: 
Jun 10, 2014
From: 
Michael Perez <speedbrake(at)sbcglobal.net>
Subject: 
Re: ###Second Flight####
      
      Hello Chris. Sweet looking plane...very nice.- Could you please tell me w
      hat size/type aluminum wing struts you are using? I see that it appears you
       used a bolt through the wing struts to attach the jury struts. I am curiou
      s as to what size strut and what size bolt you are using.=0A=0AThank you. 
      =0A=0A=0AIf God is your co-pilot...switch seats. =0AMike Perez =0AKaretaker
       Aero =0ASTILL Building...=0A
      
________________________________________________________________________________
Date: 
Jun 10, 2014
Subject: 
Re: ###Second Flight####
From: 
Steven Dortch <steven.d.dortch(at)gmail.com>
      
      Pretty plane. What is the "Alternate History" of the paint job? Is yours
      actually a Pietenpol with the Fokker Razor (See Fokker DIII) modifications?
      (LOL)
      
      I am asking because I just don't visualize the problem. Do you have to pull
      on the stick to stay level? IE tail heavy?
      
      Did you shim up the rear of the elevator (or horizontal stab?) or the
      Front? On my plane there was a plywood "shim" under the front of the
      Horizontal Stabilizer and I understand that it was In order to help
      compensate for a tail heavy condition.
      
      Blue Skies,
      Steve D
      Post first flight, I am going to make an alternate history for my plane
      compleate with a battle record in a faux war. Print it out for flyins.
      
      Blue Skies,
      Steve D
      On Mon, Jun 9, 2014 at 9:12 PM, Boatright, Jeffrey 
      wrote:
      
      > jeffboatright(at)emory.edu>
      >
      > Hi Chris,
      >
      > Sorry to hear of these difficulties. I went through similar, including
      > altering the elevator angle and messing about with trim. Check your weight
      > and balance carefully. My problem turned out to be the CG was too far aft.
      > I ended up moving the wing back 3 inches. Seemed to help most of the
      > problems.
      >
      > Jeff
      >
      > --
      >
      >
      > On 6/9/14, 9:25 PM, "Chris Rusch"  wrote:
      >
      > >
      > >
      > >We'll folks, had the Piet up for its third flight a few days ago about
      > >1/2 hour, and my rear stick pressure is still there and really heavy. In
      > >order to fix this condition, last fall I shimmed up the rear of the
      > >elevator a 1/4" and it did absolutely nothing. After reading some riblett
      > >posts I think I need to make the cabanes 11/16 different to get the same
      > >2 deg angle of incedence, to match the fc10 airfoil. Before I tear it
      > >apart, I am going to have my test pilot fly with 50# worth of ballast
      > >with him, that would equal my 200# and see if I'm just on the front edge
      > >of the weight and balance. My trim don't work either. I was really hoping
      > >to be flying myself by this time, but I don't think it's gonna happen for
      > >awhile. On a positive note, the engine ran great!
      > >Open for any input....
      > >
      > >--------
      > >NX321LR
      > >Now test flying!!
      > >Mitsubishi Powered
      > >
      > >
      > >
      > >
      > >Read this topic online here:
      > >
      > >http://forums.matronics.com/viewtopic.php?p=424587#424587
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      >
      >
      > ________________________________
      >
      > This e-mail message (including any attachments) is for the sole use of
      > the intended recipient(s) and may contain confidential and privileged
      > information. If the reader of this message is not the intended
      > recipient, you are hereby notified that any dissemination, distribution
      > or copying of this message (including any attachments) is strictly
      > prohibited.
      >
      > If you have received this message in error, please contact
      > the sender by reply e-mail message and destroy all copies of the
      > original message (including attachments).
      >
      >
      
      
      -- 
       Blue Skies,
      Steve D
      
________________________________________________________________________________
Subject: 
Re: ###Second Flight####
From: 
"Don Emch" <EmchAir(at)aol.com>
Date: 
Jun 10, 2014
      
      
      Hi Chris,
      
      I would think that shimming the horizontal stabilizer might change your fin/rudder/tail
      post hinge line... to the point of not fitting or causing a bind.  I
      would really consider twisting the horizontal stabilizer.  You could twist the
      leading edge down with the wires.  It would probably surprise you how much you
      could twist it and how much of an effect it might have. That stabilizer has
      a lot of area.  I really think Mr. Pietenpol designed the stabilizer like he did
      so that he could tweak it to adjust the trim as needed.  Mr. Pietenpol's simple
      genius strikes again!
      
      Don Emch
      NX899DE
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424648#424648
      
      
________________________________________________________________________________
Subject: 
Re: Vasek's Pietenpol project
From: 
"Vasek" <bigon2(at)seznam.cz>
Date: 
Jun 10, 2014
      
      
      Some updates for you  :D
      
      Welcome to Vasek's Aircraft Industries  :D
      
      --------
      My production of WW1 propellers, trophies and constructions:
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424665#424665
      
      
      Attachments: 
      
      http://forums.matronics.com//files/140504a_0004_563.jpg
      http://forums.matronics.com//files/140504a_0001_445.jpg
      http://forums.matronics.com//files/140504a_0003_441.jpg
      http://forums.matronics.com//files/140504a_0002_177.jpg
      
      
________________________________________________________________________________
Subject: 
Re: ###Second Flight####
From: 
"Chris Rusch" <rmdinfo(at)rmdbenders.com>
Date: 
Jun 10, 2014
      
      
      Yes I shimmed the rear....and it did screw up the rudder alignment. I had to space
      out the hinges to get it all lined back up. Never thought of twisting the
      elevator...could give that a try pretty easily. Thanks!
      
      
      Don Emch wrote:
      > Hi Chris,
      > 
      > I would think that shimming the horizontal stabilizer might change your fin/rudder/tail
      post hinge line... to the point of not fitting or causing a bind. 
      I would really consider twisting the horizontal stabilizer.  You could twist the
      leading edge down with the wires.  It would probably surprise you how much
      you could twist it and how much of an effect it might have. That stabilizer has
      a lot of area.  I really think Mr. Pietenpol designed the stabilizer like he
      did so that he could tweak it to adjust the trim as needed.  Mr. Pietenpol's
      simple genius strikes again!
      > 
      > Don Emch
      > NX899DE
      
      
      --------
      NX321LR
      Now test flying!!
      Mitsubishi Powered
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424666#424666
      
      
________________________________________________________________________________
Subject: 
Re: ###Second Flight####
From: 
"Chris Rusch" <rmdinfo(at)rmdbenders.com>
Date: 
Jun 10, 2014
      
      
      Im using the bigger size strut in the front and the smaller in the rear. the lift
      struts are all the smaller size. I think they only offer those two sizes
      
      
      [quote="speedbrake(at)sbcglobal.n"]Hello Chris. Sweet looking plane...very nice.
      Could you please tell me what size/type aluminum wing struts you are using?
      I see that it appears you used a bolt through the wing struts to attach the jury
      struts. I am curious as to what size strut and what size bolt you are using.
      
      
      Thank  you. 
      
      
      If God is your co-pilot...switch seats. 
      Mike Perez 
      Karetaker Aero 
      STILL Building...
      
      
      > [b]
      
      
      --------
      NX321LR
      Now test flying!!
      Mitsubishi Powered
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=424667#424667
      
      
________________________________________________________________________________
From: 
"Greg Cardinal" <gcardinal(at)comcast.net>
Subject: 
Re: ###Second Flight####
Date: 
Jun 10, 2014
      
      
      As Don Emch suggested, adjust the leading edge of the horizontal stabilizer 
      by changing the tension on the tail bracing cables.
      This won't correct a CG issue so ensure your Weight & Balance is correct.
      
      Also, ensure your elevators are rigged so they are even with each other. 
      NX18235 had a small variance with the elevator rigging resulting in a 
      pronounced nose-heaviness.
      
      Greg Cardinal
      Minneapolis
      
      
      ----- Original Message ----- 
      From: "Chris Rusch" <rmdinfo(at)rmdbenders.com>
      Sent: Monday, June 09, 2014 8:25 PM
      Subject: Pietenpol-List: Re: ###Second Flight####
      
      
      > 
      >
      > We'll folks, had the Piet up for its third flight a few days ago about 1/2 
      > hour, and my rear stick pressure is still there and really heavy. In order 
      > to fix this condition, last fall I shimmed up the rear of the elevator a 
      > 1/4" and it did absolutely nothing. After reading some riblett posts I 
      > think I need to make the cabanes 11/16 different to get the same 2 deg 
      > angle of incedence, to match the fc10 airfoil. Before I tear it apart, I 
      > am going to have my test pilot fly with 50# worth of ballast with him, 
      > that would equal my 200# and see if I'm just on the front edge of the 
      > weight and balance. My trim don't work either. I was really hoping to be 
      > flying myself by this time, but I don't think it's gonna happen for 
      > awhile. On a positive note, the engine ran great!
      > Open for any input....
      >
      > --------
      > NX321LR
      > Now test flying!!
      > Mitsubishi Powered
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=424587#424587
      >
      >
      > 
      
      
      ---
      This email is free from viruses and malware because avast! Antivirus protection
      is active.
      http://www.avast.com
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Fully Loaded Piet
Date: 
Jun 10, 2014
      
      SundayI  flew up with a front seat navigator/radio 
      operatorabout 180 lbs. It was calm and about 70=81=B0. The 
      day quickly heated up to 108! And the wind picked up to 11 kts =93 
      gusting to 16. I traded the navigator for my grandson for the flight 
      home. 
      
      
      There was an absolutely incredible Lancair next to me, and he aced me 
      out of the max points, but our chapter also competed in the spot landing 
      and flour bombing, and took 1st place in both eventswe ended up 
      with the most points and the $300 purse! Guess we=99re going to 
      purchase another BBQ for eggs and bacon to go along with our pancakes!
      
      
      Gary Boothe
      
      NX308MB
      
      
________________________________________________________________________________
From: 
"Gary Boothe" <gboothe5(at)comcast.net>
Subject: 
Re: ###Second Flight####
Date: 
Jun 10, 2014
      
      
      Chris,
      
      You have a beautiful plane!! 
      
      I, too, adjusted my horizontal as Greg describes...flies hands off, now (for
      about 10 seconds!!!)
      
      Gary Boothe
      NX308MB
      
      -----Original Message-----
      From: owner-pietenpol-list-server(at)matronics.com
      [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Greg
      Cardinal
      Sent: Tuesday, June 10, 2014 3:07 PM
      Subject: Re: Pietenpol-List: Re: ###Second Flight####
      
      --> 
      
      As Don Emch suggested, adjust the leading edge of the horizontal stabilizer
      by changing the tension on the tail bracing cables.
      This won't correct a CG issue so ensure your Weight & Balance is correct.
      
      Also, ensure your elevators are rigged so they are even with each other. 
      NX18235 had a small variance with the elevator rigging resulting in a
      pronounced nose-heaviness.
      
      Greg Cardinal
      Minneapolis
      
      
      ----- Original Message -----
      From: "Chris Rusch" <rmdinfo(at)rmdbenders.com>
      Sent: Monday, June 09, 2014 8:25 PM
      Subject: Pietenpol-List: Re: ###Second Flight####

---

May 28, 2014 - June 10, 2014

Pietenpol-Archive.digest.vol-nm

---