Pietenpol-Archive.digest.vol-ov
September 26, 2015 - Present
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/9k
________________________________________________________________________________
| Subject: | Re: NX478RS first flight again with pictures |
| From: | Matt Paxton <woodflier(at)aol.com> |
Rick, congratulations! It's a great feeling. Now I look forward to hearing about
your first flight. It sure looks good in the air.
Matt PaxtonOn Sep 26, 2015 9:08 PM, Rick Schreiber wrote:
>
> I dont know if the photos came through the first time so I'll try again.
>
> Well fellow Pieters today was the day. The first flight of NX478RS occurred today
at about 12:45 without any problems. For years I told everyone who asked,
that it would fly "Friday" - just never what week, or year. Well I only missed
it by a day. Here are some shots of the occasion. The first flight was done
by a good friend of mine who also works for the FAA. So everything had to be done
right.
> Rick Schreiber
> VPZ
> Valparaiso IN
>
> Take off!!!!
>
>
> Climbing nicely
>
>
> Good first Landing with a little wind gusts
>
>
> Happy smiles for Kris the test pilot!
>
________________________________________________________________________________
| From: | Rick Schreiber <lmforge(at)earthlink.net> |
| Subject: | more pictures of first flight |
Apparently the pictures I have been trying to send keep getting stripped
so I will try one more time.....
Well fellow Pieters today was the day. The first flight of NX478RS
occurred today at about 12:45 without any problems. For years I told
everyone who asked, that it would fly "Friday" - just never what week,
or year. Well I only missed it by a day. Here are some shots of the
occasion. The first flight was done by a good friend of mine who also
works for the FAA. So everything had to be done right.
Rick Schreiber
VPZ NX478RS
Valparaiso IN
________________________________________________________________________________
| From: | Kip Gmail <kipgohio1957(at)gmail.com> |
| Subject: | Re: more pictures of first flight |
They came through for me, Gmail account and Mac mail. Congratulations
- looks fantastic.
Kip Gardner
On Sep 26, 2015, at 10:25 PM, Rick Schreiber wrote:
> Apparently the pictures I have been trying to send keep getting
> stripped so I will try one more time.....
>
> Well fellow Pieters today was the day. The first flight of NX478RS
> occurred today at about 12:45 without any problems. For years I told
> everyone who asked, that it would fly "Friday" - just never what
> week, or year. Well I only missed it by a day. Here are some shots
> of the occasion. The first flight was done by a good friend of mine
> who also works for the FAA. So everything had to be done right.
> Rick Schreiber
> VPZ NX478RS
> Valparaiso IN
>
>
>
________________________________________________________________________________
| From: | Rick Schreiber <lmforge(at)earthlink.net> |
| Subject: | NX478RS more first flight pictures |
here are the rest of the pictures. Landing and smiles for the test pilot
at the end. If you want more pictures just let me know.
Rick Schreiber
NX478RS
VPZ Valparaiso IN
________________________________________________________________________________
| From: | Ray Krause <raykrause(at)frontiernet.net> |
| Subject: | Re: NX478RS first flight |
________________________________________________________________________________
| Subject: | Re: more pictures of first flight |
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
That "stripped" story is BS! Rick just keeps bragging about his hot piet
flying! LOL
On Sep 26, 2015 9:28 PM, "Rick Schreiber" wrote:
> Apparently the pictures I have been trying to send keep getting stripped
> so I will try one more time.....
>
> Well fellow Pieters today was the day. The first flight of NX478RS
> occurred today at about 12:45 without any problems. For years I told
> everyone who asked, that it would fly "Friday" - just never what week, or
> year. Well I only missed it by a day. Here are some shots of the occasion.
> The first flight was done by a good friend of mine who also works for the
> FAA. So everything had to be done right.
> Rick Schreiber
> VPZ NX478RS
> Valparaiso IN
>
>
________________________________________________________________________________
| From: | George Abernathy <avionixoz(at)yahoo.com> |
| Subject: | Re: NX478RS first flight |
________________________________________________________________________________
| From: | "Jack Philips" <jack(at)bedfordlandings.com> |
| Subject: | NX478RS first flight |
Fantastic, Rick! Well worth the wait. Great looking airplane.
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 Rick
Schreiber
Sent: Saturday, September 26, 2015 8:00 PM
Subject: Pietenpol-List: NX478RS first flight
Well fellow Pieters today was the day. The first flight of NX478RS
occurred today at about 12:45 without any problems. For years I told
everyone who asked, that it would fly "Friday" - just never what week,
or year. Well I only missed it by a day. Here are some shots of the
occasion. The first flight was done by a good friend of mine who also
works for the FAA. So everyting had to be done right.
Rick Schreiber
VPZ
Valparaiso IN
Take off!!!!
Climbing nicely
Good first Landing with a little wind gusts
Happy smiles for Kris the test pilot!
________________________________________________________________________________
| From: | Jeff Martin <jammerrv8(at)aol.com> |
Came through here three times
Jeff Martin
________________________________________________________________________________
| Subject: | Re: NX478RS more first flight pictures |
| From: | "tkreiner" <tkreiner(at)gmail.com> |
She's a beauty, Rick!
I hope someone made the call to Sport Aviation; we need another Cover Gitl!
--------
Tom Kreiner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447475#447475
________________________________________________________________________________
| From: | "Douwe Blumberg" <douwe(at)douwestudios.com> |
Congrats Rick!!
Would you send the pics personally? I'm not seeing them on the digest.
Thanks!
Douwe
________________________________________________________________________________
| Subject: | Re: first flight |
| From: | "Bill Church" <billspiet(at)sympatico.ca> |
Douwe,
You can access the Matronics Pietenpol forum through this link, anytime. All posts,
complete with attachments can be accessed there.
http://forums.matronics.com/viewforum.php?f=7
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447484#447484
________________________________________________________________________________
| From: | "Douwe Blumberg" <douwe(at)douwestudios.com> |
Thanks Bill, used that link to see the pics.
Rick, what a great moment and a beautiful bird!
Douwe
________________________________________________________________________________
| Subject: | Re: NX478RS more first flight pictures |
| From: | Rick <lmforge(at)earthlink.net> |
Thanks Tom. The flight went well except for having to hold back pressure on the
stick. I will try checking and adjusting the horizontal stab before the next
flight.
Rick Schreiber
NX478RS
Sent from my iPad
> On Sep 27, 2015, at 8:41 AM, tkreiner wrote:
>
>
> She's a beauty, Rick!
>
> I hope someone made the call to Sport Aviation; we need another Cover Gitl!
>
> --------
> Tom Kreiner
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=447475#447475
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: NX478RS first flight |
| From: | Rick <lmforge(at)earthlink.net> |
Thanks Jack.
As I just mentioned to Tom Kreiner, my test pilot did have to apply back pre
ssure on the stick all the time. I have read that Greg Cardinal and Dale Joh
nson had the same problem on their Piet. When they rechecked the rigging on t
he horizontal stab they found it was off slightly. By getting it in trim and
adjusting the tailing cables on top tighter they were able to correct the p
roblem. I will give this a try.
Rick Schreiber
Valparaiso IN
Sent from my iPad
> On Sep 27, 2015, at 6:13 AM, Jack Philips wrote
:
>
> Fantastic, Rick! Well worth the wait. Great looking airplane.
>
> Jack Phillips
> NX899JP
> Smith Mountain Lake, Virginia
>
> From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-li
st-server(at)matronics.com] On Behalf Of Rick Schreiber
> Sent: Saturday, September 26, 2015 8:00 PM
> To: pietenpol-list(at)matronics.com
> Subject: Pietenpol-List: NX478RS first flight
>
> Well fellow Pieters today was the day. The first flight of NX478RS occurre
d today at about 12:45 without any problems. For years I told everyone who a
sked, that it would fly "Friday" - just never what week, or year. Well I onl
y missed it by a day. Here are some shots of the occasion. The first flight
was done by a good friend of mine who also works for the FAA. So everyting h
ad to be done right.
> Rick Schreiber
> VPZ
> Valparaiso IN
>
> Take off!!!!
>
>
> Climbing nicely
>
>
> Good first Landing with a little wind gusts
>
>
> Happy smiles for Kris the test pilot!
>
________________________________________________________________________________
| Subject: | Re: first flight |
| From: | Rick <lmforge(at)earthlink.net> |
Thanks Douwe!
I missed seeing you at Blakesburg this year but I did see your fantastic Pie
t. Well I did see you a couple of times but you were smoking the field each t
ime at about 50 feet. I flew the tripacer again this year, maybe next year w
e can meet up and fly the Piets in.
Rick Schreiber
NX478RS
Sent from my iPad
> On Sep 28, 2015, at 8:20 AM, Douwe Blumberg wrote
:
>
> Thanks Bill, used that link to see the pics.
>
> Rick, what a great moment and a beautiful bird!
>
> 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: | "Cuy, Michael D. (GRC-LME0)[Vantage Partners, LLC]" <michael.d.cuy(at)nasa.gov> |
| Subject: | Great news-- Richard Schreiber's Piet's first flight |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________________________________________________________________________________
| From: | Gary Boothe <gboothe5(at)comcast.net> |
| Subject: | Re: NX478RS first flight |
Rick,
I had the same issue, so I tweaked the horizontal stab by tightening the fro
nt cables, as suggested by the late Dick Navratil. I'll shim the horizontal a
t the next annual.
Gary
Sent from my iPhone
> On Sep 28, 2015, at 7:29 AM, Rick wrote:
>
> Thanks Jack.
> As I just mentioned to Tom Kreiner, my test pilot did have to apply back p
ressure on the stick all the time. I have read that Greg Cardinal and Dale J
ohnson had the same problem on their Piet. When they rechecked the rigging o
n the horizontal stab they found it was off slightly. By getting it in trim a
nd adjusting the tailing cables on top tighter they were able to correct the
problem. I will give this a try.
> Rick Schreiber
> Valparaiso IN
>
>
> Sent from my iPad
>
>> On Sep 27, 2015, at 6:13 AM, Jack Philips wrot
e:
>>
>> Fantastic, Rick! Well worth the wait. Great looking airplane.
>>
>> Jack Phillips
>> NX899JP
>> Smith Mountain Lake, Virginia
>>
>> From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-l
ist-server(at)matronics.com] On Behalf Of Rick Schreiber
>> Sent: Saturday, September 26, 2015 8:00 PM
>> To: pietenpol-list(at)matronics.com
>> Subject: Pietenpol-List: NX478RS first flight
>>
>> Well fellow Pieters today was the day. The first flight of NX478RS occurr
ed today at about 12:45 without any problems. For years I told everyone who a
sked, that it would fly "Friday" - just never what week, or year. Well I onl
y missed it by a day. Here are some shots of the occasion. The first flight
was done by a good friend of mine who also works for the FAA. So everyting h
ad to be done right.
>> Rick Schreiber
>> VPZ
>> Valparaiso IN
>>
>> Take off!!!!
>>
>>
>> Climbing nicely
>>
>>
>> Good first Landing with a little wind gusts
>>
>>
>> Happy smiles for Kris the test pilot!
>>
>>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
________________________________________________________________________________
| Subject: | Re: NX478RS more first flight pictures |
| From: | "aerocarjake" <flight.jake(at)gmail.com> |
Awesome....!!!!! Congratulations and WELL DONE....!!!
--------
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=447518#447518
________________________________________________________________________________
| Subject: | Re: Fuel tank progress/welding..... |
| From: | "aerocarjake" <flight.jake(at)gmail.com> |
Attached is a "sketch" of how I plan to mount my tank. It is similar to my understanding
of how the WACO biplanes mount their tanks.
The green is a 1" wide 0.10" thick 4130 strap. The red is the plywood bottom of
the wood center-section.
Fasteners are represented by the "brown" rivets and black bolts.
The purple represents a stainless-steel strap with a turnbuckle to hold the tank
down. I plan to use felt (black lines) below the tank and under the stainless-steel
straps.
--------
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=447519#447519
Attachments:
http://forums.matronics.com//files/fuel_tank_mounting_179.jpg
________________________________________________________________________________
| Subject: | Re: Fuel tank progress/welding..... |
| From: | Ken Bickers <bickers.ken(at)gmail.com> |
Jake, you may have already thought of this. You'll also want a ground wire
between the tank and the structure to keep from getting an untimely spark
while refueling. I wouldn't trust the felt to act as a conductor. Cheers,
Ken
On Mon, Sep 28, 2015 at 2:18 PM, aerocarjake wrote:
> >
>
> Attached is a "sketch" of how I plan to mount my tank. It is similar to my
> understanding of how the WACO biplanes mount their tanks.
>
> The green is a 1" wide 0.10" thick 4130 strap. The red is the plywood
> bottom of the wood center-section.
>
> Fasteners are represented by the "brown" rivets and black bolts.
>
> The purple represents a stainless-steel strap with a turnbuckle to hold
> the tank down. I plan to use felt (black lines) below the tank and under
> the stainless-steel straps.
>
> --------
> 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=447519#447519
>
>
> Attachments:
>
> http://forums.matronics.com//files/fuel_tank_mounting_179.jpg
>
>
________________________________________________________________________________
| From: | KMHeide <kmheidecpo(at)yahoo.com> |
Anyone have a source for cnc cutting of metal parts? Someone who has the parts
programmed and can cut them out for a reasonable fee?
Scout builder
Sent from my iPhone-KMH
________________________________________________________________________________
| From: | goffelectric(at)comcast.net |
| Subject: | Re: Fuel tank progress/welding..... |
What would be the best thing to ground the tank to?
Keith Goff
----- Original Message -----
From: Ken Bickers <bickers.ken(at)gmail.com>
Subject: Re: Pietenpol-List: Re: Fuel tank progress/welding.....
Jake, you may have already thought of this. You'll also want a ground wire
between the tank and the structure to keep from getting an untimely spark
while refueling. I wouldn't trust the felt to act as a conductor. Cheers,
Ken
On Mon, Sep 28, 2015 at 2:18 PM, aerocarjake wrote:
> >
>
> Attached is a "sketch" of how I plan to mount my tank. It is similar to my
> understanding of how the WACO biplanes mount their tanks.
>
> The green is a 1" wide 0.10" thick 4130 strap. The red is the plywood
> bottom of the wood center-section.
>
> Fasteners are represented by the "brown" rivets and black bolts.
>
> The purple represents a stainless-steel strap with a turnbuckle to hold
> the tank down. I plan to use felt (black lines) below the tank and under
> the stainless-steel straps.
>
> --------
> 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=447519#447519
>
>
> Attachments:
>
> http://forums.matronics.com//files/fuel_tank_mounting_179.jpg
>
>
________________________________________________________________________________
| From: | Ray Krause <raykrause(at)frontiernet.net> |
| Subject: | Re: Fuel tank progress/welding..... |
Sure looks good to me. Nice sketch.
Ray Krause
Sent from my iPad
> On Sep 28, 2015, at 1:18 PM, aerocarjake wrote:
>
>
> Attached is a "sketch" of how I plan to mount my tank. It is similar to my understanding
of how the WACO biplanes mount their tanks.
>
> The green is a 1" wide 0.10" thick 4130 strap. The red is the plywood bottom
of the wood center-section.
>
> Fasteners are represented by the "brown" rivets and black bolts.
>
> The purple represents a stainless-steel strap with a turnbuckle to hold the tank
down. I plan to use felt (black lines) below the tank and under the stainless-steel
straps.
>
> --------
> 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=447519#447519
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/fuel_tank_mounting_179.jpg
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Fuel tank progress/welding..... |
| From: | Ken Bickers <bickers.ken(at)gmail.com> |
The engine. Jake has a welded metal fuselage. So in his case, a ground to
the structure would work, as long as he has a strap from the fuselage to
the engine.
On Mon, Sep 28, 2015 at 4:10 PM, wrote:
>
> What would be the best thing to ground the tank to?
>
> Keith Goff
>
> ----- Original Message -----
> From: Ken Bickers <bickers.ken(at)gmail.com>
> To: pietenpol-list(at)matronics.com
> Subject: Re: Pietenpol-List: Re: Fuel tank progress/welding.....
>
> Jake, you may have already thought of this. You'll also want a ground wire
> between the tank and the structure to keep from getting an untimely spark
> while refueling. I wouldn't trust the felt to act as a conductor. Cheers,
> Ken
>
> On Mon, Sep 28, 2015 at 2:18 PM, aerocarjake
> wrote:
>
> flight.jake(at)gmail.com
> > >
> >
> > Attached is a "sketch" of how I plan to mount my tank. It is similar to
> my
> > understanding of how the WACO biplanes mount their tanks.
> >
> > The green is a 1" wide 0.10" thick 4130 strap. The red is the plywood
> > bottom of the wood center-section.
> >
> > Fasteners are represented by the "brown" rivets and black bolts.
> >
> > The purple represents a stainless-steel strap with a turnbuckle to hold
> > the tank down. I plan to use felt (black lines) below the tank and under
> > the stainless-steel straps.
> >
> > --------
> > 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=447519#447519
> >
> >
> >
> >
> > Attachments:
> >
> > http://forums.matronics.com//files/fuel_tank_mounting_179.jpg
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "Jack Philips" <jack(at)bedfordlandings.com> |
| Subject: | Re: Fuel tank progress/welding..... |
Almost identical to the method I used to mount my tank. Ten years, 350
hours and Lord knows how many hard landings and there are no problems.
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of aerocarjake
Sent: Monday, September 28, 2015 4:18 PM
Subject: Pietenpol-List: Re: Fuel tank progress/welding.....
-->
Attached is a "sketch" of how I plan to mount my tank. It is similar to my
understanding of how the WACO biplanes mount their tanks.
The green is a 1" wide 0.10" thick 4130 strap. The red is the plywood bottom
of the wood center-section.
Fasteners are represented by the "brown" rivets and black bolts.
The purple represents a stainless-steel strap with a turnbuckle to hold the
tank down. I plan to use felt (black lines) below the tank and under the
stainless-steel straps.
--------
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=447519#447519
Attachments:
http://forums.matronics.com//files/fuel_tank_mounting_179.jpg
________________________________________________________________________________
| From: | "Douwe Blumberg" <douwe(at)douwestudios.com> |
| Subject: | fuel tank progress |
Hey Jake,
Looks like a solid design and really nice sketch. You'll likely have to run
the bolts in the other way but that'll make itself evident as you do it if
the need arises.
Yes, definitely ground it. You basically want a path from the tank down to
the engine which is the largest chunk of metal in the plane, and where you
will be grounding it while fueling. You can use grounding cable or other
metal parts/cables/straps etc which were going that direction anyways and
just build up a good solid "path" . if I remember correctly, since my fuel
lines were running that direction anyways, I used them as part of the
grounding system.
Douwe
________________________________________________________________________________
| From: | "Barry Davis" <bed(at)mindspring.com> |
| Subject: | Magnetic Pickup for Crovair |
I attached an invoice from the company that supplied our pickups. Some
people use the smooth one and fab up a tube on a bracket with a set screw to
hold the sensor. This is the way WW did it at one time. After a lot of
searching, I found the same sensor that is threaded and uses two nuts to
adjust. This really works great as all you need is a bracket with a hole in
it. Just slide in the sensor and tighten down the nuts when the adjustment
is set. On the other one, the set screw dents the side of the sensor if it
is tightened down too much. This dent makes it almost impossible to adjust
tiny amounts unless you keep rotating it around to find an undented spot.
I'm not making a recommendation, just what we learned from experience on the
Big Piets.
Barry
NX973BP
________________________________________________________________________________
| Subject: | Re: Fuel tank progress/welding..... |
| From: | "aerocarjake" <flight.jake(at)gmail.com> |
Thx for the feedback, thoughts. I had not been particularly aware of the grounding
aspect so I'll defiantly make a "pad" to mount a grounding strap - and run
a strap to the frame - thanks!
--------
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=447544#447544
________________________________________________________________________________
| Subject: | Re: fuel tank progress |
| From: | "aerocarjake" <flight.jake(at)gmail.com> |
thx Douwe - good thoughts..! Appreciate it...........
--------
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=447545#447545
________________________________________________________________________________
| Subject: | Re: fuel tank progress |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Grounding while fueling is a subject of interest to me. My last BFR was flown
in a beautiful and brand-new C-172 with leather upholstery and all the options,
that probably has as many dollars invested in the glass panel as in the entire
rest of the airplane. I have never flown anything like it before or since.
It belonged to a very high-time and competent pilot and instructor who had for
many years owned and operated an FBO. When we pulled it up to the pump to
fuel it up, he pshaw'd the notion of bothering with the grounding cable and clamp,
saying that he had never heard of a fire caused by not grounding the airplane
while refueling. OK... it's his plane.
When I pull my Air Camper to the pump, I usually clamp the grounding clamp onto
the open end of the exhaust stack, figuring that the stack is solidly bolted
to the engine and the engine is grounded to the metal firewall through a braided
strap that I installed myself for just that purpose. Everything of interest
to me (no electrics on my plane) uses the firewall as the common grounding reference.
The P-lead shields land on the same grounding bus on the firewall.
The welded aluminum fuel tank on Scout is not grounded to the common grounding
point, so it may really not do a lot of good to clamp the fueling ground cable
to my exhaust stack unless I trace my way back, metal-to-metal, through the carb
mounting studs to the carb and then to the metal AN fuel line fitting to the
braided jacket on the fuel line to the metal gascolator, to the metal mount
of the gascolator to the firewall. It might be a good path and it might not,
and I can test it with an ohmmeter, but it would sure be easy to make a direct
path by installing a piece of ground braid directly from the tank to the firewall
grounding bus. I know that there are already plenty of things to worry
about without over-thinking the grounding issue, but it's food for thought. Flowing
fluid does create a static charge, and as the girl on Hee-Haw used to say,
"and that's a fact!"
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447550#447550
________________________________________________________________________________
| Subject: | Corvair Fuel Burn |
| From: | "Harvey Plummer" <plummerharvey(at)yahoo.com> |
How many GPH does the Corvair engine burn at typical cruise RPM? What is the RPM?
--------
Harv, 485PB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447552#447552
________________________________________________________________________________
| Subject: | Re: Last Call! 12th Annual Alternative Engine Round-Up |
and Exper
| From: | "AircamperN11MS" <Scott.liefeld(at)lacity.org> |
Oscar,
I flew down there. Dad flew his KR2 in and I got to visit with the French Valley
Piet owners. My friend with the Pegasus 0-100 engine was there demonstrating
it as well. I also saw Revmaster there and a roadable airplane was there.
There were about dozen planes of various types that flew in. It started getting
pretty hot out, so I headed home early in the day. I had a great time and
hope to go back again next year. Thanks for the reminder about it. I do still
like flying behind my Cont. engine. Parts available at most any airport in
the nation.
Sorry, I didn't take any pics.
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=447553#447553
________________________________________________________________________________
| Subject: | RE: fuel tank progress |
| From: | Yates <yatesfly(at)yahoo.com> |
When I used to fuel the agcat the line boys always wanted it grounded the same
with the pawnee they never said anything when I had approved gasoline containers
made of plastic. I aways,think of that at gas stations but don't know of any,problems
first hand and have heard stories about cell phones and such causing
fires. If I ever get to the,assembled,of my Piet project I intend to use a metal
tank and I will run a ground strap. Kind of on that subject I worked,for,a
operator in Florida who did,a lot of sulfur dusting with Cessna ag trucks they
had little braided straps on all control surfaces to eliminate static sparking
and actually in later years burnt up,a couple of air tractor with sulfur fires.
Sent from my iPad
________________________________________________________________________________
| From: | "bdewenter" <anonymouse(at)woh.rr.com> |
http://www.emachineshop.com/ reasonable price? Don't know. software is free
I had my parts water jet cut locally - reasonable? not from my perspective
--------
Bob 'Early Builder' Dewenter
Dayton OH
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447556#447556
________________________________________________________________________________
| Subject: | Re: fuel tank progress |
| From: | "AircamperN11MS" <Scott.liefeld(at)lacity.org> |
Many years ago a friend of mine was fueling his Pacer with plastic gas cans. It
sparked and set the cans on fire. He threw it away from the plane thus saving
the plane. The gas can died that day.
His plane was tied down and not yet flown that day. Just the wind we experience
in the desert was enough to charge the aircraft to cause a discharge when the
fuel started flowing.
After reading this thread I am now going to touch the fuel nozzle to the grounded
exhaust stack before dispensing the fuel. Maybe it is overkill, but might
be worth doing???? Can't hurt to try.
Great conversation.
--------
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=447560#447560
________________________________________________________________________________
| Subject: | Re: fuel tank progress |
| From: | "Charles N. Campbell" <charlescampbell1924(at)gmail.com> |
Great thread. The only airplanes I have ever owned were based at a field
that had a line boy. I never had to fuel either of them so don't know if a
ground wire was used or not. I will be sure to ground my fuel nozzle
before pumping fuel. Chuck
On Wed, Sep 30, 2015 at 1:48 PM, AircamperN11MS
wrote:
> Scott.liefeld(at)lacity.org>
>
> Many years ago a friend of mine was fueling his Pacer with plastic gas
> cans. It sparked and set the cans on fire. He threw it away from the
> plane thus saving the plane. The gas can died that day.
>
> His plane was tied down and not yet flown that day. Just the wind we
> experience in the desert was enough to charge the aircraft to cause a
> discharge when the fuel started flowing.
>
> After reading this thread I am now going to touch the fuel nozzle to the
> grounded exhaust stack before dispensing the fuel. Maybe it is overkill,
> but might be worth doing???? Can't hurt to try.
>
> Great conversation.
>
> --------
> 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=447560#447560
>
>
________________________________________________________________________________
| Subject: | Re: fuel tank progress |
| From: | "AircamperN11MS" <Scott.liefeld(at)lacity.org> |
Let me clarify one thing. I won't be touching a fuel nozzle to a "HOT" exhaust
pipe. Nobody called me out on that yet, but I'm sure some of you were thinking
that I may have fallen and hit my head.
--------
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=447566#447566
________________________________________________________________________________
| From: | George Abernathy <avionixoz(at)yahoo.com> |
| Subject: | Re: fuel tank progress |
I would say err on the side of caution. If two objects are at the same pote
ntial they cannot spark. So Ground it!=C2- Or, take some measure to make
the objects the same
potential.
How likely it is to spark depends where you are.If in the southwest with ve
ry low humidity a significant charge can build up. If it is winter time and
dry=C2- same thing.
Use the same precautions to keep from getting a static shock that you would
say a shopping cart with rubber wheels and a squealy tennis shoe.
Touching the metal part while the cart is moving will dissipaate the static
.
Or like when grandma slides off the plastic seat covers of the grannie mobi
le. She learns pretty quickly to hold on to the door handle until her
fouches down.
I have to explain static down at the vo tech.
Mutter moan
From: Charles N. Campbell <charlescampbell1924(at)gmail.com>
To: "pietenpol-list(at)matronics.com"
Sent: Wednesday, September 30, 2015 11:54 AM
Subject: Re: Pietenpol-List: Re: fuel tank progress
Great thread.=C2- The only airplanes I have ever owned were based at a fi
eld that had a line boy.=C2- I never had to fuel either of them so don't
know if a ground wire was used or not.=C2- I will be sure to ground my fu
el nozzle before pumping fuel.=C2- Chuck
On Wed, Sep 30, 2015 at 1:48 PM, AircamperN11MS
wrote:
y.org>
Many years ago a friend of mine was fueling his Pacer with plastic gas cans
.=C2- It sparked and set the cans on fire.=C2- He threw it away from th
e plane thus saving the plane.=C2- The gas can died that day.
His plane was tied down and not yet flown that day.=C2- Just the wind we
experience in the desert was enough to charge the aircraft to cause a disch
arge when the fuel started flowing.
After reading this thread I am now going to touch the fuel nozzle to the gr
ounded exhaust stack before dispensing the fuel.=C2- Maybe it is overkill
, but might be worth doing???? Can't hurt to try.
Great conversation.
--------
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=447560#447560
br>enpol-List" rel="noreferrer" target="_blank">http://www.matronics.co
m/Navigator?Pietenpol-List
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
b Site -
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
rel="noreferrer" target="_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: fuel tank progress |
| From: | Jack <jack(at)textors.com> |
George a question. When I fuel plastic containers at a fuel pump, should I t
ouch them (while closed) to the pump body, nozzle?
Thanks!
Sent from my iPad
Jack Textor
> On Sep 30, 2015, at 5:23 PM, George Abernathy wrote:
>
> I would say err on the side of caution. If two objects are at the same pot
ential they cannot spark. So Ground it! Or, take some measure to make the o
bjects the same
> potential.
>
> How likely it is to spark depends where you are.If in the southwest with v
ery low humidity a significant charge can build up. If it is winter time and
dry same thing.
>
> Use the same precautions to keep from getting a static shock that you woul
d say a shopping cart with rubber wheels and a squealy tennis shoe.
> Touching the metal part while the cart is moving will dissipaate the stati
c.
>
> Or like when grandma slides off the plastic seat covers of the grannie mob
ile. She learns pretty quickly to hold on to the door handle until her
> fouches down.
>
> I have to explain static down at the vo tech.
>
> Mutter moan
>
> From: Charles N. Campbell <charlescampbell1924(at)gmail.com>
> To: "pietenpol-list(at)matronics.com"
> Sent: Wednesday, September 30, 2015 11:54 AM
> Subject: Re: Pietenpol-List: Re: fuel tank progress
>
> Great thread. The only airplanes I have ever owned were based at a field t
hat had a line boy. I never had to fuel either of them so don't know if a g
round wire was used or not. I will be sure to ground my fuel nozzle before p
umping fuel. Chuck
>
> On Wed, Sep 30, 2015 at 1:48 PM, AircamperN11MS
wrote:
ty.org>
>
> Many years ago a friend of mine was fueling his Pacer with plastic gas can
s. It sparked and set the cans on fire. He threw it away from the plane th
us saving the plane. The gas can died that day.
>
> His plane was tied down and not yet flown that day. Just the wind we expe
rience in the desert was enough to charge the aircraft to cause a discharge w
hen the fuel started flowing.
>
> After reading this thread I am now going to touch the fuel nozzle to the g
rounded exhaust stack before dispensing the fuel. Maybe it is overkill, but
might be worth doing???? Can't hurt to try.
>
> Great conversation.
>
> --------
> 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=447560#447560
>
>
>
>
>
>
>
> ==========
> br> enpol-List" rel="noreferrer" target="_blank">http://www.matronics.
com/Navigator?Pietenpol-List
> ==========
> FORUMS -
> eferrer" target="_blank">http://forums.matronics.com
> ==========
> b Site -
> -Matt Dralle, List Admin.
> rel="noreferrer" target="_blank">http://www.matronics.com/contribution
> ==========
>
>
>
>
>
>
> ronics.com/Navigator?Pietenpol-List">http://www.matronics.com/Navigator?Pi
etenpol-List
> matronics.com/">http://forums.matronics.com
> ronics.com/contribution">http://www.matronics.com/contribution
>
>
>
>
>
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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
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
________________________________________________________________________________
| Subject: | Re: fuel tank progress |
| From: | "Bill Church" <billspiet(at)sympatico.ca> |
Jack,
The short answer is "yes."
The gas can should also be sitting on the ground (not sitting in a vehicle).
http://www.cdc.gov/niosh/docs/98-111/
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447576#447576
________________________________________________________________________________
| From: | G Bradley Williams <bradandlinda(at)tds.net> |
| Subject: | Re: fuel tank progress |
I remember seeing an article about people having plastic gas cans blow up when
set on a truck with a bed liner surface.
----- Original Message -----
From: "Jack" <jack(at)textors.com>
Sent: Thursday, October 1, 2015 5:11:44 AM
Subject: Re: Pietenpol-List: Re: fuel tank progress
George a question. When I fuel plastic containers at a fuel pump, should I touch
them (while closed) to the pump body, nozzle?
Thanks!
Sent from my iPad
Jack Textor
On Sep 30, 2015, at 5:23 PM, George Abernathy < avionixoz(at)yahoo.com > wrote:
I would say err on the side of caution. If two objects are at the same potential
they cannot spark. So Ground it! Or, take some measure to make the objects the
same
potential.
How likely it is to spark depends where you are.If in the southwest with very low
humidity a significant charge can build up. If it is winter time and dry same
thing.
Use the same precautions to keep from getting a static shock that you would say
a shopping cart with rubber wheels and a squealy tennis shoe.
Touching the metal part while the cart is moving will dissipaate the static.
Or like when grandma slides off the plastic seat covers of the grannie mobile.
She learns pretty quickly to hold on to the door handle until her
fouches down.
I have to explain static down at the vo tech.
Mutter moan
From: Charles N. Campbell < charlescampbell1924(at)gmail.com >
Sent: Wednesday, September 30, 2015 11:54 AM
Subject: Re: Pietenpol-List: Re: fuel tank progress
Great thread. The only airplanes I have ever owned were based at a field that had
a line boy. I never had to fuel either of them so don't know if a ground wire
was used or not. I will be sure to ground my fuel nozzle before pumping fuel.
Chuck
On Wed, Sep 30, 2015 at 1:48 PM, AircamperN11MS < Scott.liefeld(at)lacity.org > wrote:
Many years ago a friend of mine was fueling his Pacer with plastic gas cans. It
sparked and set the cans on fire. He threw it away from the plane thus saving
the plane. The gas can died that day.
His plane was tied down and not yet flown that day. Just the wind we experience
in the desert was enough to charge the aircraft to cause a discharge when the
fuel started flowing.
After reading this thread I am now going to touch the fuel nozzle to the grounded
exhaust stack before dispensing the fuel. Maybe it is overkill, but might be
worth doing???? Can't hurt to try.
Great conversation.
--------
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=447560#447560
===========
br> enpol-List" rel="noreferrer" target="_blank"> http://www.matronics.com/Navigator?Pietenpol-List
===========
FORUMS -
eferrer" target="_blank"> http://forums.matronics.com
===========
b Site -
-Matt Dralle, List Admin.
rel="noreferrer" target="_blank"> http://www.matronics.com/contribution
===========
ronics.com/Navigator?Pietenpol-List "> http://www.matronics.com/Navigator?Pietenpol-List matronics.com/ "> http://forums.matronics.com ronics.com/contribution "> http://www.matronics.com/contribution
D============================================
npol-List"">http://www.matronics.com/Navigator?Pietenpol-List
D============================================
//forums.matronics.com
D============================================
ot;">http://www.matronics.com/contribution
D=============================================
________________________________________________________________________________
| Subject: | Re: fuel tank progress |
| From: | "David McBride" <dmcb84(at)hotmail.com> |
My 2 cents from experience as a fuel trainer with airlines and fbo work.
Bonding- is the connection between aircraft and tank/fuel truck
Grounding- is the connection between aircraft and actual ground/earth
Bonding is considered industry standard, and most do not require actual grounding.
The sole purpose of bonding is to neutralize the static charge. Most often
this static is caused by the truck or tank and not the actual aircraft. (Fuel
sloshing and large pumps) A fully bonded and grounded setup is best. If an aircraft
does not have this setup, touch the nozzle to the closed cap or gas can,
add a small tab connected to the tank for bonding. Place gas cans on the ground.
What ever process is used the goal is to nuetralize any charge, BEFORE introducing
fumes (opening fuel cap). 99.9% of the time there is no problem, but
remember the fumes are what ignite. Just like an engine a small static zap between
the tank and the nozzle, with the correct fuel air mixture makes for a
bad day.
Great thread! Nice looking tank jake.
--------
David McBride
Rochester, NY
dmcb84(at)hotmail.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447578#447578
________________________________________________________________________________
| From: | "Jack Textor" <jack(at)textors.com> |
| Subject: | Re: fuel tank progress |
Thanks for the thoughts fellows!
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of David
McBride
Sent: Thursday, October 01, 2015 9:22 AM
Subject: Pietenpol-List: Re: fuel tank progress
-->
My 2 cents from experience as a fuel trainer with airlines and fbo work.
Bonding- is the connection between aircraft and tank/fuel truck
Grounding- is the connection between aircraft and actual ground/earth
Bonding is considered industry standard, and most do not require actual
grounding. The sole purpose of bonding is to neutralize the static charge.
Most often this static is caused by the truck or tank and not the actual
aircraft. (Fuel sloshing and large pumps) A fully bonded and grounded setup
is best. If an aircraft does not have this setup, touch the nozzle to the
closed cap or gas can, add a small tab connected to the tank for bonding.
Place gas cans on the ground. What ever process is used the goal is to
nuetralize any charge, BEFORE introducing fumes (opening fuel cap). 99.9% of
the time there is no problem, but remember the fumes are what ignite. Just
like an engine a small static zap between the tank and the nozzle, with the
correct fuel air mixture makes for a bad day.
Great thread! Nice looking tank jake.
--------
David McBride
Rochester, NY
dmcb84(at)hotmail.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447578#447578
________________________________________________________________________________
| Subject: | Re: New (Free) Aviation App |
| From: | "gbrasch" <gmbrasch(at)gmail.com> |
Thank you iPhone users for waiting out the IOS 9 upgrade while the Airport Courtesy
Car app was down. The app is back up for all users and the layout and look
of the app has been upgraded also. The listings continue to grow, currently
at over 1,520, and approaches 25,000 launches. Please continue to send in listings
I have missed or corrections that need to be made and I will get right on
them. And if you use and like the app, please consider a small donation to help
with expenses, even the tip that you leave on the lunch counter is appreciated.
There are PayPal links on the app, and my mailing address is also listed
within the app. Glenn
--------
Glenn Brasch
RV-9A Flying
1952 Piper Tri-Pacer
Medevac Helicopter Pilot (Ret)
Tucson, Arizona
Owner, "Airport Courtesy Cars" Smart Phone App.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447662#447662
________________________________________________________________________________
| Subject: | Re: Corvair Fuel Burn |
| From: | "j_dunavin" <j_dunavin(at)hotmail.com> |
I believe that it's around 5.5 gph.
Rpm will vary on propeller choice.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447674#447674
________________________________________________________________________________
| Subject: | Re: Corvair Fuel Burn |
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
The chart below comes from William Wynne's website, www.FlyCorvair.com. It is a great source of information about the Corvair engine. In addition you can read his blog at www.FlyCorvair.net.
One last source of info should you decide on the Pietenpol/Corvair combination is the forum dedicated to the "Pietvair" - http://pietvair.freeforums.net/
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447678#447678
Attachments:
http://forums.matronics.com//files/corvair_spec_sheet_346.png
________________________________________________________________________________
| Subject: | Looking For A Piet ! |
| From: | "N457P" <cwilliams(at)amteccontrol.com> |
I am looking to purchase a Piet project or maybe one that's flying. I had one about
1/3 of the way built about 12 years ago but found I no longer had time to
work on it due to business demands. Still don't have the time so would like to
find one that's about 2/3 or better completed. You can send pictures to cwilliams
(AT) amteccontrol (dot) COM. Maybe yours may not be for sale but you may
know of someone that has one. Thanks guys!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447692#447692
________________________________________________________________________________
| From: | Craig Aho <Soar561(at)hotmail.com> |
| Subject: | Re: Looking For A Piet ! |
I would probably like to sell my project if you have an interest. Fuselage mostly
completed, tail feathers completed. all Ribs made All fittings, lift structs,
cabane etc. etc. , Wire wheels. tail wheel etc. This is my second Piet having
completed NX40772 back in 1996
Craig Aho
________________________________________
From: owner-pietenpol-list-server(at)matronics.com <owner-pietenpol-list-server(at)matronics.com>
on behalf of N457P
Sent: Monday, October 5, 2015 9:25 AM
Subject: Pietenpol-List: Looking For A Piet !
I am looking to purchase a Piet project or maybe one that's flying. I had one about
1/3 of the way built about 12 years ago but found I no longer had time to
work on it due to business demands. Still don't have the time so would like to
find one that's about 2/3 or better completed. You can send pictures to cwilliams
(AT) amteccontrol (dot) COM. Maybe yours may not be for sale but you may
know of someone that has one. Thanks guys!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447692#447692
________________________________________________________________________________
| Subject: | Re: Looking For A Piet ! |
| From: | "AircamperN11MS" <Scott.liefeld(at)lacity.org> |
How about a flying and licensed GN-1? The owner would like to sell it as parts.
You could recover it then license it as a new plane. you could be the builder
and get the repairmans certificate on it. It has a 350 hr SMOH 0-200 experimental
engine on it.
The plane is in So California.
Hope you find what you are looking for. 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=447699#447699
________________________________________________________________________________
| Subject: | Re: Looking For A Piet ! |
| From: | KMHeide <kmheidecpo(at)yahoo.com> |
Price
Sent from my iPhone-KMH
> On Oct 5, 2015, at 4:14 PM, AircamperN11MS wrote:
>
>
> How about a flying and licensed GN-1? The owner would like to sell it as parts.
You could recover it then license it as a new plane. you could be the builder
and get the repairmans certificate on it. It has a 350 hr SMOH 0-200 experimental
engine on it.
>
> The plane is in So California.
>
> Hope you find what you are looking for. 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=447699#447699
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Looking For A Piet ! |
| From: | "AircamperN11MS" <Scott.liefeld(at)lacity.org> |
Ken,
If you are truly interested, give me a call. My dad continually says he will sell
but i haven't got anyone seriously interested in it yet. When I find that person
I will put them in touch with dad. I am kinda filtering the inquiries.
661 400 1876
--------
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=447705#447705
________________________________________________________________________________
| Subject: | Re: Corvair Fuel Burn |
| From: | "tkreiner" <tkreiner(at)gmail.com> |
Generally speaking, an aircooled Aicraft engine will consume
Roughly 0.5 lb/Hp-hr of fuel.
Example : 100 Hp Corvair OR Continental will consume about 5.0 gal / hour.
Your mileage may vary...
--------
Tom Kreiner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447708#447708
________________________________________________________________________________
| Subject: | Re: Corvair Fuel Burn |
| From: | "tkreiner" <tkreiner(at)gmail.com> |
Uh...
Make that 0.5 gal / Hp-hr...
Thanks for pointing out the error in my units, Mike!
--------
Tom Kreiner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447715#447715
________________________________________________________________________________
| Subject: | Re: Corvair Fuel Burn |
| From: | "Harvey Plummer" <plummerharvey(at)yahoo.com> |
Thanks for the info guys. I am planning to put my tank in front of Fuselage and
want to calculate how many gallons I will need.
--------
Harv, 485PB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447725#447725
________________________________________________________________________________
| Subject: | Re: Corvair Fuel Burn |
| From: | Kip Gardner <kipgohio1957(at)gmail.com> |
Um, this still doesn't make sense to me:
0.5 gal/hp/hr x 100hp = 50gal/hr? Am I missing something? I would think the
burn should the be 0.05gal/hp/hr to get 5gph @ 100hp.
Kip Gardner
On Oct 6, 2015, at 7:16 AM, tkreiner wrote:
>
> Uh...
>
> Make that 0.5 gal / Hp-hr...
>
> Thanks for pointing out the error in my units, Mike!
>
> --------
> Tom Kreiner
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=447715#447715
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Corvair Fuel Burn |
| From: | Kip Gardner <kipgohio1957(at)gmail.com> |
Um, this still doesn't make sense to me:
0.5 gal/hp/hr x 100hp = 50gal/hr? Am I missing something? I would think the
burn should the be 0.05gal/hp/hr to get 5gph @ 100hp.
Kip Gardner
On Oct 6, 2015, at 7:16 AM, tkreiner wrote:
>
> Uh...
>
> Make that 0.5 gal / Hp-hr...
>
> Thanks for pointing out the error in my units, Mike!
>
> --------
> Tom Kreiner
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=447715#447715
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Corvair Fuel Burn |
| From: | Scott Knowlton <flyingscott_k(at)hotmail.com> |
I believe the rule of thumb for thermal efficiency of aircraft engines fuel and
horsepower is .5lb/hp/hr which in the 100hp engine equals just over 8GPH (50
pounds/6 pounds per gallon= 8.1). which makes sense since it only generates 100HP
at full throttle at sea level and we would rarely operate in that window.
Usually we are powered to 75% at cruise which would give the more reasonable
5GPH.
But don't quote me on any of the above.
Scott
Sent from my iPhone
> On Oct 6, 2015, at 4:17 PM, "Kip Gardner" wrote:
>
>
> Um, this still doesn't make sense to me:
>
> 0.5 gal/hp/hr x 100hp = 50gal/hr? Am I missing something? I would think the
burn should the be 0.05gal/hp/hr to get 5gph @ 100hp.
>
> Kip Gardner
>
>> On Oct 6, 2015, at 7:16 AM, tkreiner wrote:
>>
>>
>> Uh...
>>
>> Make that 0.5 gal / Hp-hr...
>>
>> Thanks for pointing out the error in my units, Mike!
>>
>> --------
>> Tom Kreiner
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=447715#447715
>
>
>
>
>
>
________________________________________________________________________________
| From: | Robert Gow <rgow(at)avionicsdesign.ca> |
| Subject: | Re: Corvair Fuel Burn |
perhaps 0.5 lbs per hour. that is a typical specific consumption for a piston engine.
Original Message
From: Kip Gardner
Sent: Tuesday, October 6, 2015 16:15
Reply To: pietenpol-list(at)matronics.com
Subject: Re: Pietenpol-List: Re: Corvair Fuel Burn
Um, this still doesn't make sense to me:
0.5 gal/hp/hr x 100hp = 50gal/hr? Am I missing something? I would think the
burn should the be 0.05gal/hp/hr to get 5gph @ 100hp.
Kip Gardner
On Oct 6, 2015, at 7:16 AM, tkreiner wrote:
>
> Uh...
>
> Make that 0.5 gal / Hp-hr...
>
> Thanks for pointing out the error in my units, Mike!
>
> --------
> Tom Kreiner
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=447715#447715
>
>
________________________________________________________________________________
| Subject: | Re: Corvair Fuel Burn |
| From: | Kip Gardner <kipgohio1957(at)gmail.com> |
OK, that makes sense. Thanks.
On Oct 6, 2015, at 5:44 PM, Robert Gow wrote:
>
> perhaps 0.5 lbs per hour. that is a typical specific consumption for a piston
engine.
>
> Original Message
> From: Kip Gardner
> Sent: Tuesday, October 6, 2015 16:15
> To: pietenpol-list(at)matronics.com
> Reply To: pietenpol-list(at)matronics.com
> Subject: Re: Pietenpol-List: Re: Corvair Fuel Burn
>
>
>
> Um, this still doesn't make sense to me:
>
> 0.5 gal/hp/hr x 100hp = 50gal/hr? Am I missing something? I would think the
burn should the be 0.05gal/hp/hr to get 5gph @ 100hp.
>
> Kip Gardner
>
> On Oct 6, 2015, at 7:16 AM, tkreiner wrote:
>
>>
>> Uh...
>>
>> Make that 0.5 gal / Hp-hr...
>>
>> Thanks for pointing out the error in my units, Mike!
>>
>> --------
>> Tom Kreiner
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=447715#447715
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
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>
________________________________________________________________________________
| From: | Gary Boothe <gboothe5(at)comcast.net> |
| Subject: | Re: Corvair Fuel Burn |
No need to hypothesize. I get right near 5gph....cruise at 2700. Admittedly, I
have my timing backed off just a bit from the 32 deg max, so may be getting a
bit under 100hp.
Gary
Sent from my iPhone
> On Oct 6, 2015, at 2:57 PM, Kip Gardner wrote:
>
>
> OK, that makes sense. Thanks.
>
>> On Oct 6, 2015, at 5:44 PM, Robert Gow wrote:
>>
>>
>> perhaps 0.5 lbs per hour. that is a typical specific consumption for a piston
engine.
>>
>> Original Message
>> From: Kip Gardner
>> Sent: Tuesday, October 6, 2015 16:15
>> To: pietenpol-list(at)matronics.com
>> Reply To: pietenpol-list(at)matronics.com
>> Subject: Re: Pietenpol-List: Re: Corvair Fuel Burn
>>
>>
>>
>> Um, this still doesn't make sense to me:
>>
>> 0.5 gal/hp/hr x 100hp = 50gal/hr? Am I missing something? I would think the
burn should the be 0.05gal/hp/hr to get 5gph @ 100hp.
>>
>> Kip Gardner
>>
>>> On Oct 6, 2015, at 7:16 AM, tkreiner wrote:
>>>
>>>
>>> Uh...
>>>
>>> Make that 0.5 gal / Hp-hr...
>>>
>>> Thanks for pointing out the error in my units, Mike!
>>>
>>> --------
>>> Tom Kreiner
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=447715#447715
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Corvair Fuel Burn |
Specific fuel consumption, as I remember it from Tech days so long ago, is
measured in pounds per brake horsepower per hour. As mentioned by others, it
usually is about 0.5 lbs./bhp/hr.
Graham Hansen
-----Original Message-----
From: Robert Gow
Sent: Tuesday, October 06, 2015 3:44 PM
Subject: Re: Pietenpol-List: Re: Corvair Fuel Burn
perhaps 0.5 lbs per hour. that is a typical specific consumption for a
piston engine.
Original Message
From: Kip Gardner
Sent: Tuesday, October 6, 2015 16:15
Reply To: pietenpol-list(at)matronics.com
Subject: Re: Pietenpol-List: Re: Corvair Fuel Burn
Um, this still doesn't make sense to me:
0.5 gal/hp/hr x 100hp = 50gal/hr? Am I missing something? I would think
the burn should the be 0.05gal/hp/hr to get 5gph @ 100hp.
Kip Gardner
On Oct 6, 2015, at 7:16 AM, tkreiner wrote:
>
> Uh...
>
> Make that 0.5 gal / Hp-hr...
>
> Thanks for pointing out the error in my units, Mike!
>
> --------
> Tom Kreiner
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=447715#447715
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| From: | Robert Gow <rgow(at)avionicsdesign.ca> |
| Subject: | Re: Corvair Fuel Burn |
yes forgot to include the "per hp" term.
Original Message
From: G Hansen
Sent: Tuesday, October 6, 2015 20:18
Reply To: pietenpol-list(at)matronics.com
Subject: Re: Pietenpol-List: Re: Corvair Fuel Burn
Specific fuel consumption, as I remember it from Tech days so long ago, is
measured in pounds per brake horsepower per hour. As mentioned by others, it
usually is about 0.5 lbs./bhp/hr.
Graham Hansen
-----Original Message-----
From: Robert Gow
Sent: Tuesday, October 06, 2015 3:44 PM
Subject: Re: Pietenpol-List: Re: Corvair Fuel Burn
perhaps 0.5 lbs per hour. that is a typical specific consumption for a
piston engine.
Original Message
From: Kip Gardner
Sent: Tuesday, October 6, 2015 16:15
Reply To: pietenpol-list(at)matronics.com
Subject: Re: Pietenpol-List: Re: Corvair Fuel Burn
Um, this still doesn't make sense to me:
0.5 gal/hp/hr x 100hp = 50gal/hr? Am I missing something? I would think
the burn should the be 0.05gal/hp/hr to get 5gph @ 100hp.
Kip Gardner
On Oct 6, 2015, at 7:16 AM, tkreiner wrote:
>
> Uh...
>
> Make that 0.5 gal / Hp-hr...
>
> Thanks for pointing out the error in my units, Mike!
>
> --------
> Tom Kreiner
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=447715#447715
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
well, I passed both my instrument and commercial written tests today.
Just for a heads up. there was quite a bit of information on the instrument
that was not in any of the three systems I used to study. I knew enough to
pass easily but you are warned.
Onward and Upward.
Side note I am separated from my Piet for an unknown time. However I
brought some small projects with me in order to keep making progress.
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Robert Gow <rgow(at)avionicsdesign.ca> |
| Subject: | Re: written tests |
Congratulations Those are tough exams.
From: Steven Dortch
Sent: Thursday, October 8, 2015 12:53
Reply To: pietenpol-list(at)matronics.com
Subject: Pietenpol-List: written tests
well, I passed both my instrument and commercial written tests today.
Just for a heads up. there was quite a bit of information on the instrument
that was not in any of the three systems I used to study. I knew enough to
pass easily but you are warned.
Onward and Upward.
Side note I am separated from my Piet for an unknown time. However I brough
t some small projects with me in order to keep making progress.
--
Blue Skies,
Steve D
________________________________________________________________________________
| Subject: | Re: written tests |
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
The best test prep that I have purchased and used came from the people at SheppardAir.com.
It is the "righteous gouge". They have test prep for everything from
Private Pilot through ATP.
They guarantee that if you see a question in the FAA exam that was not in their
study guide they will refund your money. They also guarantee that if you don't
get a 90 or better on an FE or ATP exam, they will refund your money. You really
can't go wrong with them for the test prep.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447763#447763
________________________________________________________________________________
| Subject: | Re: written tests |
| From: | "AircamperN11MS" <Scott.liefeld(at)lacity.org> |
Steve,
Congrats, I am sure they were tough ones. Good job. At this age, I don't want
to take another test. :)
Hope you get some use out of the ratings. Are you ready for the practicals?
--------
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=447771#447771
________________________________________________________________________________
| Subject: | Re: written tests |
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
No, I am preparing to go to get my instrument, commercial and CFI training
at a military flying club in Colorado Springs. They are the best place for
me to use my GI bill for flight school.
They can count some of my previous instrument training, and they will count
my flight experience toward my commercial. I can train as fast as the
weather, plane schedule, and my ability will let me.
I am a gray area Army national guard retiree and will draw my retirement
pay next year. Due to multiple mobilizations, I am unemployed. My goal is
to have a follow on career that pays me to do something I love, sharing
flying.
Blue skies,
Steve D
________________________________________________________________________________
| Subject: | Re: written tests |
| From: | "AircamperN11MS" <Scott.liefeld(at)lacity.org> |
So cool that you are able to do that and have the support $$$$ from Uncle Sam.
Get it while you can.
Good luck and have loads of fun while training.
--------
Scott Liefeld
Flying N11MS since March 1972
Steel Tube
C-85-12
Wire Wheels
Brodhead in 1996
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447774#447774
________________________________________________________________________________
| From: | Ray Krause <raykrause(at)frontiernet.net> |
| Subject: | Re: written tests |
Scott,
What did you mean saying, "at my age"? You are still just a kid! Hell's Bells,
even your dad is still flying planes, right?
Ray Krause
Sent from my iPad
> On Oct 9, 2015, at 6:49 AM, AircamperN11MS wrote:
>
>
> So cool that you are able to do that and have the support $$$$ from Uncle Sam.
Get it while you can.
>
> Good luck and have loads of fun while training.
>
> --------
> 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=447774#447774
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: written tests |
| From: | "AircamperN11MS" <Scott.liefeld(at)lacity.org> |
I guess to you I am still a kid :). My 4 grandkids don't see it that way. :)
To me, test mean two things.
1. Added responsibility comes with the passing of said test.
2. There might be something physically or mentally wrong with me.
I don't really want to see either of those things. I think I want to just keep
doing what I do and have fun doing it. Yes I still learn while doing them, I
just don't want a test at the end.
Fun is my objective and at 54 (heck, next year I can get the senior discount at
Denny's) I hope to have a lot of time to enjoy. Dad is 84 now. He still flys
and rides motorcycles. I'm hoping I can follow in his footsteps.
All in good fun,
--------
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=447779#447779
________________________________________________________________________________
| From: | Ray Krause <raykrause(at)frontiernet.net> |
| Subject: | Re: written tests |
Scott,
I completely agree with you! When I turned 55 I immediately went to Denny's and
ordered the Seniors' Skillet Breakfast, signed up for AARP and retired for the
first time. I've retired two more times since then! I got it right the third
time and only do fun things now! Two grandkids in college and four more in junior
high school and below. Now all I do is build airplanes and fly them, always
learning and facing challenges. Faced an Echo Stress Test yesterday and passed
with 100%. But the doc would not guarantee me life to 100!
So, at 73 I'm still enjoying all the good things in life!
Ray Krause
Covering the last half wing of my SkyScout.
Sent from my iPad
> On Oct 9, 2015, at 9:06 AM, AircamperN11MS wrote:
>
>
> I guess to you I am still a kid :). My 4 grandkids don't see it that way. :)
> To me, test mean two things.
>
> 1. Added responsibility comes with the passing of said test.
> 2. There might be something physically or mentally wrong with me.
>
> I don't really want to see either of those things. I think I want to just keep
doing what I do and have fun doing it. Yes I still learn while doing them,
I just don't want a test at the end.
>
> Fun is my objective and at 54 (heck, next year I can get the senior discount
at Denny's) I hope to have a lot of time to enjoy. Dad is 84 now. He still flys
and rides motorcycles. I'm hoping I can follow in his footsteps.
>
> All in good fun,
>
> --------
> 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=447779#447779
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: written tests |
| From: | "AircamperN11MS" <Scott.liefeld(at)lacity.org> |
Very nice Ray,
I have noticed that with the grand kids, Christmas got expensive again. I guess
that alone would be a reason to retire from being retired. Wow, that sounded
better in my head.
Have a great weekend.
--------
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=447784#447784
________________________________________________________________________________
| From: | Ray Krause <raykrause(at)frontiernet.net> |
| Subject: | Re: written tests |
Scott,
Just wait till they go to college, and get their pilot's license! It seems their
expenses never end; but we're very happy to help them out!
Ray
Sent from my iPad
> On Oct 9, 2015, at 12:58 PM, AircamperN11MS wrote:
>
>
> Very nice Ray,
>
> I have noticed that with the grand kids, Christmas got expensive again. I guess
that alone would be a reason to retire from being retired. Wow, that sounded
better in my head.
>
> Have a great weekend.
>
> --------
> 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=447784#447784
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Tank Shape/Support |
| From: | "Harvey Plummer" <plummerharvey(at)yahoo.com> |
Now that I know the Corvair fuel burn, approximately 5 GPH, I want an 18 gallon
nose tank.
Does anyone have a nose tank approximately that size? What does it look like, dimensions?
What kind of structure do you have to support it and secure it to the
fuselage?
Thanks.
--------
Harv, 485PB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447824#447824
________________________________________________________________________________
| Subject: | Potential Piet Fly-In |
| From: | Marcus Zechini <marcus.zechini(at)gmail.com> |
Any Piets that fly in to 3VA7 (White Post, Va) this weekend 10/17-18 will
be fed and housed. I live 4 miles from the 2000' grass strip and am
shuttle. Just let me know if yer gonna show. One can pop in for overnighter
or pass through sat or sun. Let me know so I might stock up.
-Zeke
GN-1 w/C-85-12
________________________________________________________________________________
| Subject: | Re: Tank Shape/Support |
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
Harvey,
A liquid gallon is 231 cubic inches. Therefore, an 18 gallon tank requires a minimum
of 4158 cubic inches, not counting the outer dimensions of the tank, straps,
etc. So, is there that much room between the front cockpit and the firewall?
I do not know. Maybe someone can answer that question.
More importantly, have you done computations on your weight and balance accounting
for 108 pounds of fuel in that location forward of the datum, and then the
shift in CG when you get down to unusable fuel in the tank? Those are the questions
I would want to get answered before I did too much planning.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447835#447835
________________________________________________________________________________
| Subject: | Re: Tank Shape/Support |
| From: | "Catdesigns" <Catdesigns(at)att.net> |
Harvey
Sketches of a fuselage tank by Mike Cuy are here.
http://westcoastpiet.com/images/Mike%20Cuy%20A-65%20Piet/images/PietNoseTankSketch.jpg.jpg
Attached is a sketch I made of a nose tank of about 15 gallons, which is similar
to ones depicted in Mike Cuy's often recommended Sport Plane Builder book by
Tony Bingelis. I don't have a drawing of an 18 gallon tank.
When designing my tank, I drew a 3-d model in Sketch-up. It was helpful because
it can do volume calculations of odd shapes. The software is not too hard to
learn.
--------
Chris
Sacramento, CA
WestCoastPiet.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447836#447836
Attachments:
http://forums.matronics.com//files/155_gal_fuel_tank_945.pdf
________________________________________________________________________________
| Subject: | Re: Tank Shape/Support |
| From: | "taildrags" <taildrags(at)hotmail.com> |
My guess is that there are dozens of Air Campers that have the same nose tank as
Mike Cuy's sketch depicts. It's almost exactly what is on the nose of my airplane,
and you can get the gist of how it fits in the fuselage here:
http://flysquirrel.net/piets/repairs/Image-10.JPG
Although the tank on 41CC holds a few ounces one side or the other of 16 gallons,
I consider the last couple of gallons in the tank to be unusable because below
that level, the fuel will not flow reliably to the carburetor by gravity.
In fact, in the 3-point attitude (ground ops or slow flight) I can guarantee
you that it is unusable. Ask me how I know ;o)
Now back to the question at hand, which is the Corvair-Piet combination. Here
you have more options, such as constructing the tank in the same style as the
usual nose tank but a bit deeper. Since the Corvair requires an electrical system
and can thus use an electric fuel pump, gravity flow to the carb is not a
requirement. However, and as Terry pointed out, do some W&B studies because
even though standard Air Campers tend to be tail-heavy, with a Corvair on the
nose plus more fuel, plus electrical system, starter, and battery- you may need
to look at what 18 gallons of fuel up there will do. You'll definitely need
to placard it 'Rear Seat Solo Only' unless you really work some magic with where
you put the weight.
I just ran the W&B spreadsheet for my airplane with another 2 gallons in the tank
and although it doesn't change much in the solo configuration (raises the minimum
pilot weight at maximum forward CG with full fuel to 112 lbs), it makes
the loading configurations with a passenger a bit fussier. For example, my airplane
(empty weight 633) is 5 lbs under max gross of 1088 lbs with 18 gallons
in the tank if I have a standard 170 lb pilot and 170 lb passenger and the CG
stays nicely within the envelope all the way down to 3 gallons remaining in
the tank. However, if I have a 210 lb pilot and a 135 lb passenger, I'm at gross
and within CG but when I burn it down to only 3 gallons left in the tank,
the airplane is 1.1" out of aft end of the CG range and if I get to a short field
in the afternoon when it's a bit bumpy and I've been in the air for a couple
of hours... low fuel... aft CG... twitchy airplane in the bumpy air... it's
going to be light on the stick and easier to stall.
If you want to get more fuel capacity, as some have wanted to, there are other
options. The deHavilland Moth-style 'hump' centersection wing tank has a pleasing
appearance to some eyes, and it moves the fuel to a spot where fuel burn
doesn't shift the CG appreciably like it does in the nose tank. By all means,
play with a W&B spreadsheet to see what effect all these things will have on
your operating envelope. Build it light to give you the most leeway in payload,
build it so the wing and landing gear geometry give the airplane the best attitude
in the 3-point configuration, and work out CG loadings on paper before
you set things permanently. It's much easier with paper and pencil than doing
it with the welding torch, wrenches, shims, weights, and other kludges after
it's built.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447859#447859
________________________________________________________________________________
| From: | Yahoo! Account Service <skipgadd(at)earthlink.net> |
| Subject: | Re: Tank Shape/Support |
-----Original Message-----
>From: taildrags <taildrags(at)hotmail.com>
>Sent: Oct 13, 2015 12:23 AM
>To: pietenpol-list(at)matronics.com
>Subject: Pietenpol-List: Re: Tank Shape/Support
It's much easier with paper and pencil than doing it with the welding torch,
wrenches, shims, weights, and other kludges after it's built.
>
>--------
>Oscar Zuniga
Great post Oscar,
I had to look up kludges, for others who may not know
kludge an ill-assorted collection of parts assembled to fulfill a particular
purpose.
Can also be a verb "Oscar had to kludge something together"
Skip
Building my fifth shop during my Piet project, hope to get the Piet into the new
shop before winter.
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
| Subject: | CG and rear seat solo |
I thought I would do something unusual and change the subject line.
First Just to beat the CG drum and refresh Pietenpeople as to the effects
of CG.
Aft CG gets the center of Gravity and the elevator too close together. As a
result small elevator inputs result in larger noseup or down tendencies.
Also If a Stall develops, an Aft CG causes the plane to enter and stay in
the spin. An aft CG causes the plane to be recovery resistant.
A forward CG places the elevator and CG far apart, causing the plane to
become overly stable. The plane does not want to stall or spin, but it also
does not want to raise it's nose and flare for landing. An approach that is
too steep may not be arrested by pulling back on the stick! Resulting in a
hard pancake landing.
On my list of things to do is to do an accurate weight and balance with our
EAA chapter scales (they come with an EAA member who is a W&B expert for
$40. what a bargan.) I will do it: totally empty, with Oil and unusable
gas, full nose tank, both tanks full, me on board and two on board.
During the past several years I have weighed up to 210 and lost weight
down to 183. I have crept back up to 195 lbs and am now creeping back
down. I can affect my W&B the best by staying at a healthy weight. I am now
old enough that I cannot out exercise my diet.
Now for a quick question. I have always thought of my Pietenpol as a rear
seat solo only plane. Are there any that can be soloed from the front?
Blue Skies,
Steve D
________________________________________________________________________________
| Subject: | Re: CG and rear seat solo |
| From: | "Charles N. Campbell" <charlescampbell1924(at)gmail.com> |
Who would want to solo a Piet from the front seat? Mine has nothing up
there except the seat, stick, and rudder pedals. I put those in so that I
can let my grandson (a Marine pilot who retires next summer) get checked
out in the Piet. After he learns where everything is in the rear seat
(should take at least 5 minutes) I'll ride in the front until he can land
so smoothly that you can't tell when the weight of the plane shifts from
the wings to the wheels. (I have done that only once in some 10,000
hours). It was in a Beech Baron 58 at night, no less. I honestly didn't
know exactly when we were on the ground. Chuck
On Tue, Oct 13, 2015 at 10:02 AM, Steven Dortch
wrote:
> I thought I would do something unusual and change the subject line.
>
> First Just to beat the CG drum and refresh Pietenpeople as to the effects
> of CG.
> Aft CG gets the center of Gravity and the elevator too close together. As
> a result small elevator inputs result in larger noseup or down tendencies.
> Also If a Stall develops, an Aft CG causes the plane to enter and stay in
> the spin. An aft CG causes the plane to be recovery resistant.
>
> A forward CG places the elevator and CG far apart, causing the plane to
> become overly stable. The plane does not want to stall or spin, but it also
> does not want to raise it's nose and flare for landing. An approach that is
> too steep may not be arrested by pulling back on the stick! Resulting in a
> hard pancake landing.
>
> On my list of things to do is to do an accurate weight and balance with
> our EAA chapter scales (they come with an EAA member who is a W&B expert
> for $40. what a bargan.) I will do it: totally empty, with Oil and unusable
> gas, full nose tank, both tanks full, me on board and two on board.
>
> During the past several years I have weighed up to 210 and lost weight
> down to 183. I have crept back up to 195 lbs and am now creeping back
> down. I can affect my W&B the best by staying at a healthy weight. I am now
> old enough that I cannot out exercise my diet.
>
> Now for a quick question. I have always thought of my Pietenpol as a rear
> seat solo only plane. Are there any that can be soloed from the front?
>
> Blue Skies,
> Steve D
>
> *
>
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: CG and rear seat solo |
| From: | "tools" <n0kkj(at)yahoo.com> |
When I first bought 2rn, I put my son in the front to start his lessons as we weren't
sure we were cg smart if we put him in the back. He's 130, I'm 180.
We did have to rig him up a throttle. He had NO instruments. He actually did
quite well, and within about 8 hours of him up there we found scales and checked
everything out carefully.
Surprising results. Us swapping seats only moved the cg 1 1/2 inches forward.
With me in the back the plane was sitting around 19 inches, with 20 generally
being considered max. So we were in great shape.
For fun I did calculate me in the front only, well, actually just measured it,
and in that configuration the cg was around 15 1/2, with 15 generally being considered
the limit. So it should be ok... I haven't tried!
I do have a few take offs and landings from the front, just not very fun! The
main problem I've seen with Piet landings is not pinning the tail... So an instructor
can help. However, if one were to let one get too far out of hand, someone
up front would be hard pressed to save a landing or ground loop.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447905#447905
________________________________________________________________________________
| Subject: | Re: CG and rear seat solo |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Steve; I just ran some what-ifs with the W&B spreadsheet for my airplane to see
what it would take to front-seat solo it. With minimum fuel (3 gal) and any
front-seat pilot weight I tried up to 435 lbs (where my plane hit max gross weight),
the CG was still a half-inch forward of the design range. That plus the
fact that you simply can't fit anyone very large into the front cockpit to fly
it solo from there, means it's a rear seat solo only because it will not be
within the CG range that is stated in my operating limitations (15" to 20" aft
of wing leading edge, or 25% to 33% of wing chord). Those flying with the Riblett
airfoil, GN-1s, and anything other than the conventional Air Camper with
Pietenpol airfoil will be different, of course.
My checkout in 41CC, the only Air Camper I've ever flown or ridden in, was from
the front seat. My instructor wanted me to fly it with stick, throttle, and
rudder only until I was ready to solo it, so that's what we did. Flew it off
of an unimproved dirt strip (if you want to call it that), about 20 miles from
the outskirts of the unimproved area of nowhere in the middle of the south Texas
brush country. It was remote. There was no other traffic in the pattern
;o) We were actually just two or three Texas-sized ranches away from Zapata County
Airport and when we got back to KAPY to let me try some takeoffs and landings
on a paved 5000' x 60' runway, I found it to be unbelievably easy compared
to the rough quarter-mile 'sendero' that I had just shot about 50 wobbly and
bouncy landings on. Operating off of the unimproved strip, once or twice Charlie
had to put his boots on the rudder bar under my seat and fix things before
we got tangled up in the cactus and mesquite brush, but after about a half-dozen
wild ones I got to where I was doing OK. The back of my shirt was drenched
with sweat for some reason though.
The point is, the airplane can be flown from the front seat and I sort of like
the experience of having the prop right in front of you and sitting directly under
the wing and on the CG, but at least in my airplane there are three controls
in the rear cockpit, inaccessible to the front-seater, that I consider to
be essential to the safety of flight: the ignition switch, the fuel shutoff knob,
and the carb heat control. For that reason alone, my airplane would have
to be placarded "Rear Seat Solo Only", but the W&B makes it inadvisable to attempt
to operate it solo from the front seat as well.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447920#447920
________________________________________________________________________________
| Subject: | Re: Potential Piet Fly-In |
| From: | John Fastnaught <fastnaught(at)windstream.net> |
Zechini,
I'm still in phase one of flight testing, otherwise I would seriously consid
er flying up there. We used to live in Winchester an went to White Post occa
sionally. Keep up the good work.
Jack
N144JF
Model A
Wire wheels
Sent from my iPhone
> On Oct 11, 2015, at 7:57 PM, Marcus Zechini wro
te:
>
> Any Piets that fly in to 3VA7 (White Post, Va) this weekend 10/17-18 will b
e fed and housed. I live 4 miles from the 2000' grass strip and am shuttle. J
ust let me know if yer gonna show. One can pop in for overnighter or pass th
rough sat or sun. Let me know so I might stock up.
> -Zeke
> GN-1 w/C-85-12
>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
________________________________________________________________________________
| Subject: | Re: Potential Piet Fly-In |
| From: | Marcus Zechini <marcus.zechini(at)gmail.com> |
Maybe an annual or more often event. Possible scrub, as really loved, old
aviator passed on my hometown. A couple of attendees knew him, so may at a
memorial. The deceased, Rucker Tibbs, gave me my 1st tailwheel lesson in a
J-4.
Love to see the Fords fly!
On Oct 14, 2015 12:18 PM, "John Fastnaught"
wrote:
> Zechini,
> I'm still in phase one of flight testing, otherwise I would seriously
> consider flying up there. We used to live in Winchester an went to White
> Post occasionally. Keep up the good work.
> Jack
> N144JF
> Model A
> Wire wheels
>
> Sent from my iPhone
>
> On Oct 11, 2015, at 7:57 PM, Marcus Zechini
> wrote:
>
> Any Piets that fly in to 3VA7 (White Post, Va) this weekend 10/17-18 will
> be fed and housed. I live 4 miles from the 2000' grass strip and am
> shuttle. Just let me know if yer gonna show. One can pop in for overnighter
> or pass through sat or sun. Let me know so I might stock up.
> -Zeke
> GN-1 w/C-85-12
>
> *
>
> D============================================
> npol-List"">http://www.matronics.com/Navigator?Pietenpol-List
> D============================================
> //forums.matronics.com <http://forums.matronics.com>
> D============================================
> ot;">http://www.matronics.com/contribution
> D============================================
>
> *
>
> *
>
>
> *
>
>
________________________________________________________________________________
| From: | "Jack Philips" <jack(at)bedfordlandings.com> |
| Subject: | Potential Piet Fly-In |
Zeke,
Have you heard when Rucker=99s funeral will be? He died yesterday
morning, but that=99s all I know. Haven=99t heard when or
where the funeral will be, but I=99ll be there for 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 Marcus
Zechini
Sent: Wednesday, October 14, 2015 12:23 PM
Subject: Re: Pietenpol-List: Potential Piet Fly-In
Maybe an annual or more often event. Possible scrub, as really loved,
old aviator passed on my hometown. A couple of attendees knew him, so
may at a memorial. The deceased, Rucker Tibbs, gave me my 1st tailwheel
lesson in a J-4.
Love to see the Fords fly!
On Oct 14, 2015 12:18 PM, "John Fastnaught" > wrote:
Zechini,
I'm still in phase one of flight testing, otherwise I would seriously
consider flying up there. We used to live in Winchester an went to White
Post occasionally. Keep up the good work.
Jack
N144JF
Model A
Wire wheels
Sent from my iPhone
On Oct 11, 2015, at 7:57 PM, Marcus Zechini > wrote:
Any Piets that fly in to 3VA7 (White Post, Va) this weekend 10/17-18
will be fed and housed. I live 4 miles from the 2000' grass strip and am
shuttle. Just let me know if yer gonna show. One can pop in for
overnighter or pass through sat or sun. Let me know so I might stock up.
-Zeke
GN-1 w/C-85-12
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
npol-List"">http://www.matronics.com/Navigator?Pietenpol-List
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
//forums.matronics.com <http://forums.matronics.com>
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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3D
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3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "geeman" <geekyle(at)yahoo.com> |
I purchased a used pietenpol and the plane wants to make a slight right turn when
you let go of the stick. Is there any adjustments that can be made to correct
this?
Any help would be appreciated.
Kyle Gee
geekyle(at)yahoo.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447935#447935
________________________________________________________________________________
| Subject: | Potential Piet Fly-In |
| From: | Marcus Zechini <marcus.zechini(at)gmail.com> |
Yes. Heard the sad news. This weekend would be when, if I guessed. Maybe I
am flying your way, instead. Talked to Matt, too.
On Oct 14, 2015 2:28 PM, "Jack Philips" wrote:
> Zeke,
>
>
> Have you heard when Rucker=99s funeral will be? He died yesterday
morning,
> but that=99s all I know. Haven=99t heard when or where the f
uneral will be,
> but I=99ll be there for 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 *Marcus Zechini
> *Sent:* Wednesday, October 14, 2015 12:23 PM
> *To:* pietenpol-list(at)matronics.com
> *Subject:* Re: Pietenpol-List: Potential Piet Fly-In
>
>
> Maybe an annual or more often event. Possible scrub, as really loved, old
> aviator passed on my hometown. A couple of attendees knew him, so may at
a
> memorial. The deceased, Rucker Tibbs, gave me my 1st tailwheel lesson in
a
> J-4.
> Love to see the Fords fly!
>
> On Oct 14, 2015 12:18 PM, "John Fastnaught"
> wrote:
>
> Zechini,
>
> I'm still in phase one of flight testing, otherwise I would seriously
> consider flying up there. We used to live in Winchester an went to White
> Post occasionally. Keep up the good work.
>
> Jack
>
> N144JF
>
> Model A
>
> Wire wheels
>
> Sent from my iPhone
>
>
> On Oct 11, 2015, at 7:57 PM, Marcus Zechini
> wrote:
>
> Any Piets that fly in to 3VA7 (White Post, Va) this weekend 10/17-18 will
> be fed and housed. I live 4 miles from the 2000' grass strip and am
> shuttle. Just let me know if yer gonna show. One can pop in for overnight
er
> or pass through sat or sun. Let me know so I might stock up.
> -Zeke
> GN-1 w/C-85-12
>
>
> *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
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=3D*
>
> *npol-List"">http://www.matronics.com/Navigator?Pietenpol-List *
>
> *D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
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=3D*
>
> *//forums.matronics.com <http://forums.matronics.com>*
>
> *D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
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=3D*
>
> *ot;">http://www.matronics.com/contribution *
>
> *D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
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=3D*
>
>
> *" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List *
>
> *tp://forums.matronics.com <http://forums.matronics.com>*
>
> *_blank">http://www.matronics.com/contribution *
>
>
> *http://www.matronics.com/Navigator?Pietenpol-List *
>
> *http://forums.matronics.com *
>
> *http://www.matronics.com/contribution *
>
>
> *
>
===========
.matronics.com/Navigator?Pietenpol-List>
===========
===========
om/contribution>
===========
>
> *
>
>
________________________________________________________________________________
| From: | "taildrags" <taildrags(at)hotmail.com> |
Kyle; take a few minutes and check something. Easy to do. Fix the control stick
in the centered position by securing it with the seatbelt so the stick is immobile
and centered. Now either sitting in the cockpit or standing there and
looking right and left at the tips of the ailerons, are they both in the same
position or is one deflected more than the other? If so, which one is it and
which way is it deflected?
If it's not the ailerons, you'll need to move on to the wing twist, which is a
little more work but can all be done on the ground and no special tools are required.
First try the ailerons to see what they look like, just out of curiosity.
I suspect the wing washout is different between the two wings and one is
lifting more than the other, but eliminate the ailerons first. Adjusting the
wing washout will require screwing the attachment forks in or out at the lift
strut attach points.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447936#447936
________________________________________________________________________________
| From: | "taildrags" <taildrags(at)hotmail.com> |
Oh, and not to sound snide, but pop the inspection covers on the heavy wing and
peek around inside. If you have a squirrel or rat nest out in the end of the
wing, that could also be creating a heavy wing. Unlikely, I know, but inspecting
inside your wing is quick and easy and will also let you look at cable tension
and general condition inside there.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447938#447938
________________________________________________________________________________
| From: | "geeman" <geekyle(at)yahoo.com> |
Oscar
Thanks for the help. I will take a look at the ailerons this weekend and report
back.
So I was thinking I could effectively raise the front of the wing on the heavy
side be extending the front strut? Are there any specific instructions for doing
this in the plans? I was concerned with stressing the wing.
Thanks.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447947#447947
________________________________________________________________________________
| From: | "taildrags" <taildrags(at)hotmail.com> |
Like Grandpa used to say, "do it right the first time and you won't have to do
it again". So don't go turning the fork ends or adjusting anything without having
a plan, or you may end up making things worse ;o)
You can spend about an hour in the hangar taking some simple measurements that
will tell you a lot about how the wing is rigged, and you won't have to change
any of the current rigging to find out what you've got. What you need is a pencil
and piece of paper, a level, and a straightedge that's about 5 feet long
(the wing chord is 60" and you need something stiff and straight that will span
the wing chord). A straight stick or board will do, so will a mop handle,
a piece of tubing or pipe, or anything similar if it's the right length. If you're
going to measure the wing washout, you might as well take the time to level
the airplane so you won't have to be adding and subtracting angles and decimal
degrees to find out what you want to know, which is the wing washout (difference
in angle of incidence from wing root to wing tip). If you start with
the fuselage level at "zero", all the readings you take can be recorded directly
and you'll know your wing incidence.
Secure the aircraft systems (fuel off, mags off) and chock the wheels. Raise the
tail onto something steady and block it up till the aircraft is in the level
attitude. Using your level, measure the top longeron to make sure it is level.
You can use a bubble level, but a digital level is better. I just downloaded
a combination bubble and digital level app for iPhone for free and it looks
very accurate. You could use something like that and get very accurate readings
in seconds, and of course a bubble level won't give you a readout in degrees
;o) Harbor Freight also has a very handy angle finder for $4.99 (their part
no. 34214) that is reasonably accurate and also has a magnetic side to it
so you can stick it to metal tubing or surfaces to measure their angles. Accurate
to about 1/2 degree.
With the aircraft level and steady, take your straightedge and place it across
the bottom of one wing at the root. Put your level on the straightedge and read
the angle, then record it. Move outboard about 6-1/2 feet and measure and
record your reading there. Outboard from there you have aileron to deal with
but it's pretty important to get a good reading out near the wingtip to see what
the angle of incidence is out there. You should secure the control stick with
the seatbelt to hold the ailerons level and measure the incidence out at the
tip and record that value.
Repeat this for the other wing and then sit down to figure out what you've got.
There is no hurry, and you want to think about what you're looking at before
you go tweaking the wing brace cables or adjusting the fork ends. Piets being
what they are, your airplane won't hurry you or go anywhere while you do your
figuring, so take your time.
The first thing to look at is if either of your wings has any washout rigged into
it at all. Some builders rig them flat and square with little or no washout
and little or no dihedral... just the 2" of incidence that results from the
front cabanes being longer than the rear ones. When you look at the wing incidence
from root to tip, you should be seeing decreasing angles because you want
the root to stall before the tip does and that means the root should be at a
greater angle of incidence and the tip should be less, or the angle should be
"washed out" as you go outboard from the root. You probably will not find "wash
in".
The next thing to look at is the difference in wing incidence between port and
starboard wings. If you see numbers that are more than a degree or two off between
the same stations on opposite wings, you may have found the source of the
wing heaviness. Don't go changing anything yet though. Once you take these
few simple measurements, there are plenty of people on this list who know what
the numbers should look like and can tell you the simplest way to adjust things
to get your airplane back in rig. If you need to start tweaking the lift
struts and forks, there are some helpful tips you should know but now is not the
time... you need to check a few things first and then see what you've got.
Work through this the right way and your airplane should fly level in cruise,
in smooth air, without a heavy wing. Let us know what you find when you check
the ailerons left and right with the stick centered and secured in place.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447956#447956
________________________________________________________________________________
| From: | Peter Johnson <vk3eka(at)bigpond.net.au> |
Oscar,
Very timely, I have just put my wings on the fuse and will be doing the
rigging next.
Cheers
Peter
On 15/10/2015, 3:54 PM, "taildrags"
wrote:
>
>Like Grandpa used to say, "do it right the first time and you won't have
>to do it again". So don't go turning the fork ends or adjusting anything
>without having a plan, or you may end up making things worse ;o)
>
>You can spend about an hour in the hangar taking some simple measurements
>that will tell you a lot about how the wing is rigged, and you won't have
>to change any of the current rigging to find out what you've got. What
>you need is a pencil and piece of paper, a level, and a straightedge
>that's about 5 feet long (the wing chord is 60" and you need something
>stiff and straight that will span the wing chord). A straight stick or
>board will do, so will a mop handle, a piece of tubing or pipe, or
>anything similar if it's the right length. If you're going to measure
>the wing washout, you might as well take the time to level the airplane
>so you won't have to be adding and subtracting angles and decimal degrees
>to find out what you want to know, which is the wing washout (difference
>in angle of incidence from wing root to wing tip). If you start with the
>fuselage level at "zero", all the readings you take can be recorded
>directly and you'll know your wing incidence.
>
>Secure the aircraft systems (fuel off, mags off) and chock the wheels.
>Raise the tail onto something steady and block it up till the aircraft is
>in the level attitude. Using your level, measure the top longeron to
>make sure it is level. You can use a bubble level, but a digital level
>is better. I just downloaded a combination bubble and digital level app
>for iPhone for free and it looks very accurate. You could use something
>like that and get very accurate readings in seconds, and of course a
>bubble level won't give you a readout in degrees ;o) Harbor Freight also
>has a very handy angle finder for $4.99 (their part no. 34214) that is
>reasonably accurate and also has a magnetic side to it so you can stick
>it to metal tubing or surfaces to measure their angles. Accurate to
>about 1/2 degree.
>
>With the aircraft level and steady, take your straightedge and place it
>across the bottom of one wing at the root. Put your level on the
>straightedge and read the angle, then record it. Move outboard about
>6-1/2 feet and measure and record your reading there. Outboard from
>there you have aileron to deal with but it's pretty important to get a
>good reading out near the wingtip to see what the angle of incidence is
>out there. You should secure the control stick with the seatbelt to hold
>the ailerons level and measure the incidence out at the tip and record
>that value.
>
>Repeat this for the other wing and then sit down to figure out what
>you've got. There is no hurry, and you want to think about what you're
>looking at before you go tweaking the wing brace cables or adjusting the
>fork ends. Piets being what they are, your airplane won't hurry you or
>go anywhere while you do your figuring, so take your time.
>
>The first thing to look at is if either of your wings has any washout
>rigged into it at all. Some builders rig them flat and square with
>little or no washout and little or no dihedral... just the 2" of
>incidence that results from the front cabanes being longer than the rear
>ones. When you look at the wing incidence from root to tip, you should
>be seeing decreasing angles because you want the root to stall before the
>tip does and that means the root should be at a greater angle of
>incidence and the tip should be less, or the angle should be "washed out"
>as you go outboard from the root. You probably will not find "wash in".
>
>The next thing to look at is the difference in wing incidence between
>port and starboard wings. If you see numbers that are more than a degree
>or two off between the same stations on opposite wings, you may have
>found the source of the wing heaviness. Don't go changing anything yet
>though. Once you take these few simple measurements, there are plenty of
>people on this list who know what the numbers should look like and can
>tell you the simplest way to adjust things to get your airplane back in
>rig. If you need to start tweaking the lift struts and forks, there are
>some helpful tips you should know but now is not the time... you need to
>check a few things first and then see what you've got. Work through this
>the right way and your airplane should fly level in cruise, in smooth
>air, without a heavy wing. Let us know what you find when you check the
>ailerons left and right with the stick centered and secured in place.
>
>--------
>Oscar Zuniga
>Medford, OR
>Air Camper NX41CC "Scout"
>A75 power
>
________________________________________________________________________________
| From: | "simmor2" <4rcsimmons(at)comcast.net> |
Just a thought of leveling.
When I built my plane I was never satisfied with the accuracy of the digital levels
that didn't cost $$$$ when it came to leveling the longerons.
After digging a bit I found out about using a single vessel water level.
It allowed me to walk all through the garage leveling the fuselage easily from
from to rear. That is some where around a 15ft. stretch.
If you use a metric scale for matching heights front to rear, the value of 1mm
over 15ft or even 6ft is extremely accurate. I'm sure you can do the math.
Just a thought!
No I'm not nuts.
Rich
Zenith 601XL
Flying soon!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447962#447962
________________________________________________________________________________
| From: | "Jack Philips" <jack(at)bedfordlandings.com> |
Also check to see if the wings are square with the fuselage. Measure the
distance from the tailpost to the wingtip on each side. They should be the
same, within 1/16".
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of taildrags
Sent: Thursday, October 15, 2015 12:54 AM
Subject: Pietenpol-List: Re: Wing Heavy
-->
Like Grandpa used to say, "do it right the first time and you won't have to
do it again". So don't go turning the fork ends or adjusting anything
without having a plan, or you may end up making things worse ;o)
You can spend about an hour in the hangar taking some simple measurements
that will tell you a lot about how the wing is rigged, and you won't have to
change any of the current rigging to find out what you've got. What you
need is a pencil and piece of paper, a level, and a straightedge that's
about 5 feet long (the wing chord is 60" and you need something stiff and
straight that will span the wing chord). A straight stick or board will do,
so will a mop handle, a piece of tubing or pipe, or anything similar if it's
the right length. If you're going to measure the wing washout, you might as
well take the time to level the airplane so you won't have to be adding and
subtracting angles and decimal degrees to find out what you want to know,
which is the wing washout (difference in angle of incidence from wing root
to wing tip). If you start with the fuselage level at "zero", all the
readings you take can be recorded directly and you'll know your wing
incidence.
Secure the aircraft systems (fuel off, mags off) and chock the wheels.
Raise the tail onto something steady and block it up till the aircraft is in
the level attitude. Using your level, measure the top longeron to make sure
it is level. You can use a bubble level, but a digital level is better. I
just downloaded a combination bubble and digital level app for iPhone for
free and it looks very accurate. You could use something like that and get
very accurate readings in seconds, and of course a bubble level won't give
you a readout in degrees ;o) Harbor Freight also has a very handy angle
finder for $4.99 (their part no. 34214) that is reasonably accurate and also
has a magnetic side to it so you can stick it to metal tubing or surfaces to
measure their angles. Accurate to about 1/2 degree.
With the aircraft level and steady, take your straightedge and place it
across the bottom of one wing at the root. Put your level on the
straightedge and read the angle, then record it. Move outboard about 6-1/2
feet and measure and record your reading there. Outboard from there you
have aileron to deal with but it's pretty important to get a good reading
out near the wingtip to see what the angle of incidence is out there. You
should secure the control stick with the seatbelt to hold the ailerons level
and measure the incidence out at the tip and record that value.
Repeat this for the other wing and then sit down to figure out what you've
got. There is no hurry, and you want to think about what you're looking at
before you go tweaking the wing brace cables or adjusting the fork ends.
Piets being what they are, your airplane won't hurry you or go anywhere
while you do your figuring, so take your time.
The first thing to look at is if either of your wings has any washout rigged
into it at all. Some builders rig them flat and square with little or no
washout and little or no dihedral... just the 2" of incidence that results
from the front cabanes being longer than the rear ones. When you look at
the wing incidence from root to tip, you should be seeing decreasing angles
because you want the root to stall before the tip does and that means the
root should be at a greater angle of incidence and the tip should be less,
or the angle should be "washed out" as you go outboard from the root. You
probably will not find "wash in".
The next thing to look at is the difference in wing incidence between port
and starboard wings. If you see numbers that are more than a degree or two
off between the same stations on opposite wings, you may have found the
source of the wing heaviness. Don't go changing anything yet though. Once
you take these few simple measurements, there are plenty of people on this
list who know what the numbers should look like and can tell you the
simplest way to adjust things to get your airplane back in rig. If you need
to start tweaking the lift struts and forks, there are some helpful tips you
should know but now is not the time... you need to check a few things first
and then see what you've got. Work through this the right way and your
airplane should fly level in cruise, in smooth air, without a heavy wing.
Let us know what you find when you check the ailerons left and right with
the stick centered and secured in place.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447956#447956
________________________________________________________________________________
| From: | "Jack Textor" <jack(at)textors.com> |
| Subject: | Order of Things, Fuselage Assembly |
Hello Piet friends! Finally got the cockpit varnish to my satisfaction,
moving forward! Planning on leaving the sides off till the last minute.
The panels, turtle-deck and firewall are not glued. Was thinking I will
install, pedals, rudder bar and bell-crank first with AN hardware. Then get
it on the gear with hardware store nuts and bolts. Then on to gluing the
turtle-deck and panels. Install the nose tank. Then cut and install the
comings. If I remember Oscar cut a small panel between the rudder pedals,
good idea? Any thoughts or ideas are certainly welcome. Took my first
passenger up, Granddaughter, Hannah.
Thanks!
Jack Textor
West Des Moines, IA
515-490-5177
________________________________________________________________________________
| From: | "Jack Philips" <jack(at)bedfordlandings.com> |
| Subject: | Order of Things, Fuselage Assembly |
Looks really nice, Jack.
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jack Textor
Sent: Thursday, October 15, 2015 10:39 AM
Subject: Pietenpol-List: Order of Things, Fuselage Assembly
Hello Piet friends! Finally got the cockpit varnish to my satisfaction,
moving forward! Planning on leaving the sides off till the last minute.
The panels, turtle-deck and firewall are not glued. Was thinking I will
install, pedals, rudder bar and bell-crank first with AN hardware. Then get
it on the gear with hardware store nuts and bolts. Then on to gluing the
turtle-deck and panels. Install the nose tank. Then cut and install the
comings. If I remember Oscar cut a small panel between the rudder pedals,
good idea? Any thoughts or ideas are certainly welcome. Took my first
passenger up, Granddaughter, Hannah.
Thanks!
Jack Textor
West Des Moines, IA
515-490-5177
________________________________________________________________________________
| Subject: | Re: Order of Things, Fuselage Assembly |
| From: | "oldbird" <semihoksay(at)gmail.com> |
Beautiful work, Jack. I hope I can catch up with you.
Semih
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447981#447981
________________________________________________________________________________
| From: | "Barry Davis" <bed(at)mindspring.com> |
| Subject: | Order of Things, Fuselage Assembly |
Looks Great!
Barry Davis
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Jack Textor
Sent: Thursday, October 15, 2015 10:39 AM
Subject: Pietenpol-List: Order of Things, Fuselage Assembly
Hello Piet friends! Finally got the cockpit varnish to my satisfaction,
moving forward! Planning on leaving the sides off till the last minute.
The panels, turtle-deck and firewall are not glued. Was thinking I will
install, pedals, rudder bar and bell-crank first with AN hardware. Then get
it on the gear with hardware store nuts and bolts. Then on to gluing the
turtle-deck and panels. Install the nose tank. Then cut and install the
comings. If I remember Oscar cut a small panel between the rudder pedals,
good idea? Any thoughts or ideas are certainly welcome. Took my first
passenger up, Granddaughter, Hannah.
Thanks!
Jack Textor
West Des Moines, IA
515-490-5177
________________________________________________________________________________
| Subject: | Re: Order of Things, Fuselage Assembly |
| From: | "aerocarjake" <flight.jake(at)gmail.com> |
What a thing of beauty - a true piece of art.
Not sure about what assembly sequence would work best for a wood fuselage as I
am building the steel-tube version. I imagine adding the plywood sides would be
one of the LAST things you would do.
I made my instrument panel removable so I can work on it as a unit on the bench,
and then install it after the turtle deck is completed. I see you have a hatch
similar to Mike Cuy's approach.
Beautiful grain on your wood sides/structure.....
--------
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=447988#447988
________________________________________________________________________________
| Subject: | Re: Order of Things, Fuselage Assembly |
| From: | "tools" <n0kkj(at)yahoo.com> |
Having basically done it exactly opposite to that, I can fairly positively say
it sounds like a pretty good plan to me!
However, having done it.... I can also attest to the fact should you forget something,
not all is lost as it can be done the other way around, just quite a bit
more tedious.
In my case it was a repair that had me installing the cockpit floor last and then
installing all the fittings and controls, so I didn't really have any choice.
Love your work, but that grand daughter is really something! I have a similar
picture of my daughter about that age in my fathers Hatz when it was about that
far along. She was in the front seat and her legs reached the back seat rudder
pedals perfectly. Priceless photo!
Cheers,
Tools
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447990#447990
________________________________________________________________________________
| Subject: | Re: Order of Things, Fuselage Assembly |
| From: | "Jeff Boatright" <jeffboatright(at)emory.edu> |
Looks great! Congratulations!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447991#447991
________________________________________________________________________________
| Subject: | Re: Order of Things, Fuselage Assembly |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Jack: it wasn't me that installed an observation/access port in the floor... it
was Kevin "Axel" Purtee. I just did a quick check and there is at least one
good picture of his observation port on Westcoastpiet. I really wish I had had
one on mine when I had to replace the fuel shutoff valve and actuating cable.
It is a royal pain working down under there, folded over the front cockpit
coaming or -worse yet- committing to a full slide down into the front cockpit
head-first with feet tangled up in the cabane X-bracing and then needing a tool
you don't have. You will exercise your full 'street slang' vocabulary trying
to get back out to get a tool and then getting back in. I'll bet I did it 100
times, dropping a small washer or cotter pin and having to get another, needing
a thin washer but only having a standard thickness one down there, needing
the dykes, needing to take a part back off and put just a slight bend in it
in the vise, etc. etc.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447997#447997
________________________________________________________________________________
| From: | Yahoo! Account Service <skipgadd(at)earthlink.net> |
| Subject: | Re: Order of Things, Fuselage Assembly |
--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
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________________________________________________________________________________
| From: | "dgaldrich" <dgaldrich(at)embarqmail.com> |
Probably 5 years ago, Dick Navrotil did a talk at Brodhead on aircraft rigging.
His position was that there are a significant number of aircraft, not just Piets,
that are poor flyers because they were not rigged properly. As others have
said, do it right, take your time, and measure everything twice.
The other piece of advice he had from that talk was that if things aren't going
right, put your tools away and get a frosty cold one. Mistakes made while frustrated
have a tendency to be permanent.
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448013#448013
________________________________________________________________________________
| From: | "taildrags" <taildrags(at)hotmail.com> |
Say, Peter- your airplane is looking very nice! Looks like you've got a passenger
cockpit door. I see no lift strut X-brace cables or jury struts. Since you've
just fitted the wings to the fuselage, does that mean you haven't yet installed
the cables and struts? And how strict are the government regulations
about adherence to Mr. Pietenpol's plans? Do they permit any deviations? I see
that you have the Stearman-style flat windshields, nicely done.
Taxi tests soon, eh mate-?
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448027#448027
________________________________________________________________________________
| From: | Peter Johnson <vk3eka(at)bigpond.net.au> |
Hi Oscar,
I fitted the cross braces today. Ill check the rigging next and then do
the jury struts.
Still got the aileron cables to put some turnbuckles on. Had some fun
today putting the cable through the pulleys in the centre section. Oh for
small hands.
The Govt regs allow for experimental being just that. Quite a few changes
can be made before any major restrictions are applied to the Special
Certificate of Airworthiness.
I have a week off in early November so could have it ready for the
paperwork by then. Although Im still waiting for a new prop.
Cheers
Peter
On 17/10/2015, 2:02 PM, "taildrags"
wrote:
>
>Say, Peter- your airplane is looking very nice! Looks like you've got a
>passenger cockpit door. I see no lift strut X-brace cables or jury
>struts. Since you've just fitted the wings to the fuselage, does that
>mean you haven't yet installed the cables and struts? And how strict are
>the government regulations about adherence to Mr. Pietenpol's plans? Do
>they permit any deviations? I see that you have the Stearman-style flat
>windshields, nicely done.
>
>Taxi tests soon, eh mate-?
>
>--------
>Oscar Zuniga
>Medford, OR
>Air Camper NX41CC "Scout"
>A75 power
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=448027#448027
>
>
________________________________________________________________________________
| Subject: | TC Piet progress |
| From: | "oldbird" <semihoksay(at)gmail.com> |
I haven't been around for a while and here is the final condition of the fuselage.
Started to look more like a Piet. In the meanwhile, I finished the rudder
pedals and elevator bellcrank (metal work).
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448046#448046
Attachments:
http://forums.matronics.com//files/img_2940_101.jpg
http://forums.matronics.com//files/img_2975_145.jpg
________________________________________________________________________________
| From: | "TriScout" <apfelcyber(at)yahoo.com> |
..or..put some buckshot in the lighter wing..
--------
KLNC
A65-8
N2308C
Slick 4330's
AN Hardware
Airframe 755TT
W72CK-42 Sensenich
Standard Factory GN-1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448060#448060
________________________________________________________________________________
| From: | Semih Oksay <semihoksay(at)gmail.com> |
| Subject: | Re: Order of Things, Fuselage Assembly |
What do you access through this access panel?
Semih=8B
2015-10-16 15:19 GMT+03:00 Yahoo! Account Service :
> Jack,
>
> Really nice work.
>
> Yes, the small access panel between rudder pedals is a good idea. Felix
> the GN1 had one and I put one in my project.
> Skip
>
> -----Original Message-----
> From: Jack Textor
> Sent: Oct 15, 2015 10:39 AM
> To: pietenpol-list(at)matronics.com
> Subject: Pietenpol-List: Order of Things, Fuselage Assembly
>
> Hello Piet friends! Finally got the cockpit varnish to my satisfaction,
> moving forward! Planning on leaving the sides off till the last minute.
> The panels, turtle-deck and firewall are not glued. Was thinking I will
> install, pedals, rudder bar and bell-crank first with AN hardware. Then
> get it on the gear with hardware store nuts and bolts. Then on to gluing
> the turtle-deck and panels. Install the nose tank. Then cut and install
> the comings. If I remember Oscar cut a small panel between the rudder
> pedals, good idea? Any thoughts or ideas are certainly welcome. Took my
> first passenger up, Granddaughter, Hannah.
>
> Thanks!
>
>
> Jack Textor
>
> West Des Moines, IA
>
> 515-490-5177
>
>
--
Semih Oksay
________________________________________________________________________________
| Subject: | Re: Order of Things, Fuselage Assembly |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Semih;
>From this access panel you can inspect and work on the front rudder pedals, the
fuel tank outlet (if you have a fuel tank in the nose), the fuel shutoff valve
(also if you have a fuel tank in the nose), and anything that goes through
the lower part of the firewall. If you do not have a fuel tank in the nose, it
will only be of limited use although your passengers will be amused to watch
the runway stripes as they view them through the clear acrylic or polycarbonate
access panel.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448071#448071
________________________________________________________________________________
| From: | Ray Krause <raykrause(at)frontiernet.net> |
| Subject: | Re: TC Piet progress |
Beautiful welding and super nice wood work. But maybe you have spent too muc
h time building model airplanes!
Ray Krause
Covering last section of SkyScout wing.
Sent from my iPad
> On Oct 18, 2015, at 9:23 AM, oldbird wrote:
>
>
> I haven't been around for a while and here is the final condition of the f
uselage. Started to look more like a Piet. In the meanwhile, I finished the r
udder pedals and elevator bellcrank (metal work).
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=448046#448046
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/img_2940_101.jpg
> http://forums.matronics.com//files/img_2975_145.jpg
>
>
>
>
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