If I remember correctly, Jill bought a set of brass data plates from me a w
hile
back. I'll have to ask her if she has them installed on her Piet.
I was also pleased and happy to read Bob Coolbaugh's writeup in the newest
BPA
Newsletter, where he recounts his hopping around the country in his beautif
ul
"New Piet", Two-Two-Victor Yankee. I sold Bob a set of tail surface hinges
a
while back, so I may email him to see how they are working out. Sounds lik
e he's
putting plenty of time on them!
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458973#458973
________________________________ Message 3 ______________________________
_______
Subject:
no radio, no fly
From: "taildrags" <taildrags(at)hotmail.com>
Well, I tried. After months of not flying, I decided today would be the da
y no
matter what. I was wrong. The @#$%& battery pack and contacts on my ancie
nt
little Icom IC-A23 just couldn't make good enough contact for the radio to
work
and I'm based on a tower-controlled field. I did the next best thing I cou
ld
though, which was to clean the windscreens, give the airplane a complete pr
eflight,
top off the oil, and fire it up. Started pretty easily.
I taxied out to the pump and put 9.0 in the tank to top it off, then had a
bit
of a time getting it started again because I flooded it. I've learned to w
atch
out when it's hot or it will flood. Got it started, taxied back to the han
gar,
and let the engine get good and warm. Ran it up for about 10 minutes, up
and down in irregular stages through the RPM from idle to full static power
, tested
carb heat and mags (everything good), and finally shut it down after gettin
g
the oil nice and warm. At least now the airplane is ready to pull out of
the hangar and fly whenever I can get the radio back in service. I should
probably
just buy a better/newer COM or maybe go ahead and mount a battery in the
airplane to provide power to the Icom through the external power jack inste
ad
of using the AA cell piggyback pack. There are 8 dry cells in series in th
e
pack, so that's a lot of contacts for the current to flow through and a lot
of
contacts that have to be sparkling clean to get best power out of it. Radi
os
and wires take a lot of the fun out of simple airplanes like this.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458992#458992
________________________________ Message 4 ______________________________
_______
Subject: Pietenpol-List: Re: no radio, no fly
From: "aerocarjake" <flight.jake(at)gmail.com>
Nice.... Sooner or later someone will power a Pietenpol with ELECTRICS and
they'll
be in real tough shape if their batteries die!!!!!
--------
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=458998#458998
________________________________ Message 5 ______________________________
_______
Subject: Pietenpol-List: Re: no radio, no fly
From: "taildrags" <taildrags(at)hotmail.com>
Actually, I've got everything figured out and was going to install it years
ago
but my interest faded. I have a fairly small and light UPS battery that I
was
going to wire to a simple 3-way cigarette lighter jack that I got at one of
the auto supply places so I could plug in the portable intercom, GPS, or an
ything
else I wanted to keep from hard-wiring. I have a windshield washer pump fo
r
the smoke system and was going to permanently install that unit and hard-wi
re
it through a fuse and a spring-loaded toggle switch on the panel so I could
reach it with a finger on my throttle hand when I want smoke.
The battery will be constant loss since my airplane has no electrics, and I
would
keep it on a trickle charge while in the hangar. I have the charger for it
already. What I don't have is the interest in adding "stuff" to my airplan
e,
although I may just bungee the UPS battery into the front seat and wire a 1
2VDC
power plug into it to power up the handheld to see how that's going to work
.
It should do the trick, although as I say, I'm overdue for a proper handhel
d
and should look for one and be done with it.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459003#459003
________________________________________________________________________________
Yes Greg,
Rob was huffing pretty hard by the time we got to the south end. Sure glad
I have a tail wheel. Bob.
-----Original Message-----
From: Greg Cardinal <gcardinal(at)comcast.net>
Sent: Sat, Jul 30, 2016 4:06 pm
Subject: RE: Pietenpol-List: OSH
One more noteworthy mention is Rob Busch who helped me walk the airplane
from its parking spot to the UL field. It was close to a mile and his help
was greatly appreciated.
Greg
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Ray Krause
Sent: Saturday, July 30, 2016 10:55 AM
Subject: Re: Pietenpol-List: OSH
-->
Greg,
Thanks for the very enjoyable write-up of your arrival and departure of OSH
2016. Makes me envious!
Ray Krause
Sent from my iPad
> On Jul 30, 2016, at 7:41 AM, Greg Cardinal wrote:
>
> -->
>
> Phil,
>
> Apologies for replying after leaving OSH but I don't access this list
> while away....
>
> Four Pietenpols were parked in row 361, north of the brown arch and
> very close to the Homebuilders HQ.
> The four were Bob Poore, Dan Helsper, Jill Oakes and myself.
>
> A brief recap for anyone interested:
> Bob Poore, Dan Helsper and I departed Brodhead on Sunday morning as a
> flight of three. We had a groundspeed of 100 mph as we made our way to
> Hartford for fuel and to make NORDO arrangements into the UL field at
> OSH. The winds at OSH on Sunday would have been a direct 20+ mph
> crosswind with a downhill landing on the short UL runway.
>
> We elected to leave the planes at Hartford for the night and got a
> ride to OSH.
>
> At 6:00 am Monday morning we were given a ride back to Hartford to
> pick up the planes for the flight to OSH.
> We communicated our progress with ground crew at the UL field to so
> they could have the pattern clear for our arrival. We all landed in
> quick succession with the fence lined with spectators.
>
> I heard our arrival was quite a show and I'm hoping it shows up on
Youtube.
>
> We all eventually made our way to the Homebuilt Parking area where we
> were met by Charlie Becker and Mary Jones for photos and interviews.
>
> All week long the crowds were thick around the Pietenpols, especially
Dan's.
>
> Bob and I planned to depart early Friday (yesterday) morning. Just as
> we were untying the planes the field went IFR so we were stuck. At
> 10:30 the field went VFR so it was a scramble to get back to the UL
> field for departure. Heading west we had to stay at 300 - 400' and
> maneuver around rain showers. This went on for about 20 - 30 miles and
> then only slightly improved.
>
> We landed at our home fields late in the afternoon after a couple of
> fuel stops.
>
> And finally, I want to add that I am continually amazed at how
> Pietenpol people will step up and offer help and generosity whenever
> and wherever needed. From ground transportation to and from Hartford
> (thank you Pat and Mary Hoyt) to towing my tailskid equipped Piet from
> the UL field to my parking spot (thank you Mike Danford) and many other
offers of assistance.
>
> It was an awesome trip and I'm already looking forward to next year.
>
> Greg Cardinal
> Minneapolis
>
> -----Original Message-----
> From: owner-pietenpol-list-server(at)matronics.com
> [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of
> Phillip Perry
> Sent: Thursday, July 21, 2016 9:29 AM
> To: pietenpol-list(at)matronics.com
> Subject: Pietenpol-List: OSH
>
> -->
>
> I'll be at OSH for a few days and was curious where the Piets
> typically park on the field. I'm hoping to see a few and ask a few
questions.
>
> Won't be able to make Broadhead.
>
> Thanks,
> PhiL
>
> Sent from my iPhone
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
Subject:
Re: posting here
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 01, 2016
I thought I would list some interesting statistics about this list (not necessarily
about the Piet Forum, but the entire Matronics Pietenpol Air Camper list).
Matt has provided some useful tools in the search engine as well as in the
Forum tools. So here goes.
1. The Piet list has by far the most total posts of any of the Matronics lists...
currently 48,333 posts since its inception in November 2005. The email list
statistics show 64,152 posts to our list but the high poster, Matt Dralle, who
is the list admin, accounts for 15,819 of those and most of them are housekeeping
and notification messages, not on-topic to the list.
2. This list shows a total number of members at 5,637... give or take the list
admin ;o)
3. 51% of the list members have either never posted at all to the list (39%) or
have only made one post since joining... probably a "hi, everyone..." intro.
We truly have a silent majority here, and a LOT of lurkers, but many of them joined
as far back as 10 years ago.
4. Not counting Matt, the top 13 posters to this list are responsible for fully
half the posts ever made here. The odd thing to me is that of those top 13 posters,
I only recognize the handles of two or three.
5. I knew I spent a lot of time at the keyboard, but I was surprised to find that
I am #8 on the list with 1,395 posts. However, the top poster is John Hauck
with 4,252 posts... 3 times as many as I've put up here. I vaguely recognize
John Hauck's name, if he's the guy who built and flew the heck out of a couple
of Kolbs... all over the country, cross-country, up to Alaska (I think), to
OSH, everywhere. No idea where he is now.
6. Considering that the current statistical number of pilots in the U.S. is about
600,000 (all types, including student, recreational, private, ATP, commercial,
and sport), that means that about 1 in 100 U.S. pilots is on this list, on
average. That's really not a bad showing.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459074#459074
________________________________________________________________________________
Subject:
Re: Pietenpol-List Digest: 5 Msgs - 07/31/16
From:
Scott Knowlton <flyingscott_k(at)hotmail.com>
Date:
Aug 02, 2016
One in the same.
Scott
> On Aug 1, 2016, at 12:34 PM, flygirl Mason wrote:
>
> Is she the Jill Oakes of the U of Manitoba and author of "Let's Go Flying"
??
>
>
> From: owner-pietenpol-list-server(at)matronics.com <owner-pietenpol-list-serv
er(at)matronics.com> on behalf of Pietenpol-List Digest Server
> Sent: Monday, August 1, 2016 12:03:28 AM
> To: Pietenpol-List Digest List
> Subject: Pietenpol-List Digest: 5 Msgs - 07/31/16
>
> *
>
> =========================
> Online Versions of Today's List Digest Archive
> =========================
>
> Today's complete Pietenpol-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the Pietenpol-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=ht
ml&Chapter 16-07-31&Archive=Pietenpol
>
> Text Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=tx
t&Chapter 16-07-31&Archive=Pietenpol
>
>
> ======================
> EMail Version of Today's List Digest Archive
> ======================
>
>
> ----------------------------------------------------------
> Pietenpol-List Digest Archive
> ---
> Total Messages Posted Sun 07/31/16: 5
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 07:23 AM - Re: Re: OSH (Scott Knowlton)
> 2. 09:46 AM - Re: OSH (taildrags)
> 3. 02:52 PM - no radio, no fly (taildrags)
> 4. 05:54 PM - Re: no radio, no fly (aerocarjake)
> 5. 08:16 PM - Re: no radio, no fly (taildrags)
>
>
>
> ________________________________ Message 1 _____________________________
________
>
>
> Subject: Re: Pietenpol-List: Re: OSH
> From: Scott Knowlton <flyingscott_k(at)hotmail.com>
>
>
> Oscar and all
>
> Jill Oakes is one amazingly inspiring person to meet. She is based at a sm
all grass
> strip outside of Winnipeg Manitoba. I'm sure most of you share my view th
at
> there isn't enough young blood at our little grass fields. I complain that
> at 52 I'm the "kid" on our strip and pine for more involvement of younger p
eople
> on our field. While I complain about the lack of youth Jill arranges a Ces
sna
> 150 on her field to be flown by the 99s (women in aviation) as a time buil
der
> for $20.00 and hour. That's Canadian!!! That's like $5.00 US for these gir
ls
> to build time. She now has a Cherokee available as well, provides free gro
undschool
> on the field for anyone interested, makes the club house available for
> birthday parties, special events and even yoga. Predictably there is now a
n
> abundance of young involved people (a group of girls stripped and painted t
he
> 150 recently).
> Jill has certainly inspired me to do similar things on my field but I need
to remind
> myself that I'll have to find the energy that Jill seems to have an abunda
nce
> of. She is quite the amazing person and a real advocate for our passion
> of aviation.
>
> Scott Knowlton
>
> > On Jul 30, 2016, at 10:55 PM, taildrags wrote:
> >
> >
> > Wait. Did you say Jill Oakes? Did she fly her Piet down from Canada, e
h? Last
> I heard she was making some repairs to it. Quite the inspiration, that pi
lot!
> >
> > --------
> > Oscar Zuniga
> > Medford, OR
> > Air Camper NX41CC "Scout"
> > A75 power, 72x36 Culver prop
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=458942#458942
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
> ________________________________ Message 2 _____________________________
________
>
>
> Subject: Pietenpol-List: Re: OSH
> From: "taildrags" <taildrags(at)hotmail.com>
>
>
> If I remember correctly, Jill bought a set of brass data plates from me a w
hile
> back. I'll have to ask her if she has them installed on her Piet.
>
> I was also pleased and happy to read Bob Coolbaugh's writeup in the newest
BPA
> Newsletter, where he recounts his hopping around the country in his beauti
ful
> "New Piet", Two-Two-Victor Yankee. I sold Bob a set of tail surface hinge
s a
> while back, so I may email him to see how they are working out. Sounds li
ke he's
> putting plenty of time on them!
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power, 72x36 Culver prop
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458973#458973
>
>
> ________________________________ Message 3 _____________________________
________
>
>
> Subject: Pietenpol-List: no radio, no fly
> From: "taildrags" <taildrags(at)hotmail.com>
>
>
> Well, I tried. After months of not flying, I decided today would be the d
ay no
> matter what. I was wrong. The @#$%& battery pack and contacts on my anci
ent
> little Icom IC-A23 just couldn't make good enough contact for the radio to
work
> and I'm based on a tower-controlled field. I did the next best thing I co
uld
> though, which was to clean the windscreens, give the airplane a complete p
reflight,
> top off the oil, and fire it up. Started pretty easily.
>
> I taxied out to the pump and put 9.0 in the tank to top it off, then had a
bit
> of a time getting it started again because I flooded it. I've learned to w
atch
> out when it's hot or it will flood. Got it started, taxied back to the ha
ngar,
> and let the engine get good and warm. Ran it up for about 10 minutes, up
> and down in irregular stages through the RPM from idle to full static powe
r, tested
> carb heat and mags (everything good), and finally shut it down after getti
ng
> the oil nice and warm. At least now the airplane is ready to pull out of
> the hangar and fly whenever I can get the radio back in service. I should
probably
> just buy a better/newer COM or maybe go ahead and mount a battery in the
> airplane to provide power to the Icom through the external power jack inst
ead
> of using the AA cell piggyback pack. There are 8 dry cells in series in t
he
> pack, so that's a lot of contacts for the current to flow through and a lo
t of
> contacts that have to be sparkling clean to get best power out of it. Rad
ios
> and wires take a lot of the fun out of simple airplanes like this.
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power, 72x36 Culver prop
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458992#458992
>
>
> ________________________________ Message 4 _____________________________
________
>
>
> Subject: Pietenpol-List: Re: no radio, no fly
> From: "aerocarjake" <flight.jake(at)gmail.com>
>
>
> Nice.... Sooner or later someone will power a Pietenpol with ELECTRICS an
d they'll
> be in real tough shape if their batteries die!!!!!
>
> --------
> 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=458998#458998
>
>
> ________________________________ Message 5 _____________________________
________
>
>
> Subject: Pietenpol-List: Re: no radio, no fly
> From: "taildrags" <taildrags(at)hotmail.com>
>
>
> Actually, I've got everything figured out and was going to install it year
s ago
> but my interest faded. I have a fairly small and light UPS battery that I
was
> going to wire to a simple 3-way cigarette lighter jack that I got at one o
f
> the auto supply places so I could plug in the portable intercom, GPS, or a
nything
> else I wanted to keep from hard-wiring. I have a windshield washer pump f
or
> the smoke system and was going to permanently install that unit and hard-w
ire
> it through a fuse and a spring-loaded toggle switch on the panel so I coul
d
> reach it with a finger on my throttle hand when I want smoke.
>
> The battery will be constant loss since my airplane has no electrics, and I
would
> keep it on a trickle charge while in the hangar. I have the charger for i
t
> already. What I don't have is the interest in adding "stuff" to my airpla
ne,
> although I may just bungee the UPS battery into the front seat and wire a 1
2VDC
> power plug into it to power up the handheld to see how that's going to wor
k.
> It should do the trick, although as I say, I'm overdue for a proper handhe
ld
> and should look for one and be done with it.
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power, 72x36 Culver prop
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=459003#459003
>
>
>
>
>
> ==========
> -List Email Forum -
> enpol-List">http://www.matronics.com/Navigator?Pietenpol-List
> ==========
> p; - MATRONICS WEB FORUMS -
> ums.matronics.com
> ==========
> p; - NEW MATRONICS LIST WIKI -
> matronics.com
> ==========
> p; - List Contribution Web Site -
> p; -Matt Dralle, List Admin.
> http://www.matronics.com/contribution
> ==========
>
>
>
>
________________________________________________________________________________
Subject:
Re: posting here
From:
"tkreiner" <tkreiner(at)gmail.com>
Date:
Aug 02, 2016
Bill,
Regarding broken threads...
There are a few guys here who CONSTANTLY break a thread, thereby making it almost
impossible to figure out what the hell they were writing about!
This is not only an annoyance, but tends to gobble up lots of the reader's time
if he/she wishes to figure out what the post is about.
SO - TO ALL OF YOU (DAMN RIGHT, I'M SCREAMING!) WHO CONSTANTLY BREAK THREADS, STOP
IT!
--------
Tom Kreiner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459099#459099
________________________________________________________________________________
From:
Michael Cuy <michaelcuy1(at)gmail.com>
Date:
Aug 02, 2016
Subject:
wheel hub question from Paul Donahue
*Hi Paul, *
*I ended up welding on the inside and the outside of my wheel hub flanges
but on the outside I didn't use any filler rod---just sealed the disc to
the axel tube so that my sintered*
*bronze Oil Lite flanged bushings could press in flush. *
*The Oil Lite bronze bushings (I think McMaster-Carr carries them or
similar) go into the*
*hub about 1" deep. Frank Pavliga gave me a good tip---file 3 grooves
into the Oil Lite*
*bushing in the same direction as the axel on the OD of the bushing flange
and wipe good*
*with MEK or solvent. Rough up both the bronze bushings with sandpaper as
well as the*
*ID of your axel hub tube---wipe all with MEK and T-88 the bushings in
place so they spin*
*with your wheels and rotate on the axel like they should. The grooves
you file into the*
*bushings help the T-88 hold them in place. *
*Mike C.*
[image: Inline image 1]
________________________________________________________________________________
From:
Michael Cuy <michaelcuy1(at)gmail.com>
Date:
Aug 02, 2016
Subject:
Wheel hub question from Paul Donahue
*Hi Paul, *
*I ended up welding on the inside and the outside of my wheel hub flanges
but on the outside I didn't use any filler rod---just sealed the disc to
the axel tube so that my sintered*
*bronze Oil Lite flanged bushings could press in flush. *
*The Oil Lite bronze bushings (I think McMaster-Carr carries them or
similar) go into the*
*hub about 1" deep. Frank Pavliga gave me a good tip---file 3 grooves
into the Oil Lite*
*bushing in the same direction as the axel on the OD of the bushing flange
and wipe good*
*with MEK or solvent. Rough up both the bronze bushings with sandpaper as
well as the*
*ID of your axel hub tube---wipe all with MEK and T-88 the bushings in
place so they spin*
*with your wheels and rotate on the axel like they should. The grooves
you file into the*
*bushings help the T-88 hold them in place. *
*Mike C.*
________________________________________________________________________________
Subject:
Re: Piet featured in Sport Aviation article
From:
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date:
Aug 02, 2016
Try this.
The Buzzard Way -
https://drive.google.com/file/d/0B-sW1jQ2-f5_TUN0c0RSUWc1Zms/view?usp=sharing
I uploaded it to my Google Drive, and those who want to can see it there. I will
leave it there until such time that someone complains that I am making copyrighted
material available improperly.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459134#459134
________________________________________________________________________________
Subject:
Re: Piet featured in Sport Aviation article
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 02, 2016
Excellent, Terry; thank you for sharing the article. I consider quick, casual
reads like this to be the equivalent of taking my magazines to the office break
room (or "reading room") for others to enjoy after I'm done with them, the intent
being to hook them on airplanes and flying too. The article really makes
it sound like affordable, fun, simple flying can still be done and a lot of new
pilots and builders can be brought into the fold if a simple, basic, affordable
airplane like the Air Camper is available.
I fly out of a towered field with scheduled commercial flights, so there is a tall
security fence around the place, you need a badge to get in, and there is
a general feeling of "I'd better not do any little thing wrong or security will
come screaming over here". So it's no surprise that other than several times
when I've had guests over to my hangar, I've never in five years seen a youngster
anywhere inside the fence and I've never had any curious people other than
fellow hangar renters come over to look inside my hangar. Not even anyone
peering in through the fence, from outside. As much as I love the experience
of sliding open my hangar doors and poking around the airplane, I would even more
love to share it with others. There is just something about sticking my head
down into the forward cockpit when I'm preflighting the airplane and catching
the faint scent of avgas, engine exhaust, maybe a hint of wood and fabric...
the smell of an airplane. I started my journey in aviation in an old classic,
and now that I have one of my own, I realize that it needs to be shared or
it's not really doing what Mr. Pietenpol intended for it.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459140#459140
________________________________________________________________________________
From:
Ray Krause <raykrause(at)frontiernet.net>
Subject:
Re: Piet featured in Sport Aviation article
Date:
Aug 02, 2016
Oscar,
Thanks for all your writings, musing, observations and advice. I don't respond
to your postings very often because they don't elicit direct responses. But they
are very enjoyable and make me think about the wonders of flight and all the
joy it brings me and others.
Thank you,
Ray Krause
Building a SkyScout...almost here.
Sent from my iPad
> On Aug 2, 2016, at 8:44 PM, taildrags wrote:
>
>
> Excellent, Terry; thank you for sharing the article. I consider quick, casual
reads like this to be the equivalent of taking my magazines to the office break
room (or "reading room") for others to enjoy after I'm done with them, the
intent being to hook them on airplanes and flying too. The article really makes
it sound like affordable, fun, simple flying can still be done and a lot of
new pilots and builders can be brought into the fold if a simple, basic, affordable
airplane like the Air Camper is available.
>
> I fly out of a towered field with scheduled commercial flights, so there is a
tall security fence around the place, you need a badge to get in, and there is
a general feeling of "I'd better not do any little thing wrong or security will
come screaming over here". So it's no surprise that other than several times
when I've had guests over to my hangar, I've never in five years seen a youngster
anywhere inside the fence and I've never had any curious people other
than fellow hangar renters come over to look inside my hangar. Not even anyone
peering in through the fence, from outside. As much as I love the experience
of sliding open my hangar doors and poking around the airplane, I would even
more love to share it with others. There is just something about sticking my
head down into the forward cockpit when I'm preflighting the airplane and catching
the faint scent of avgas, engine exhaust, maybe a hint of wood and fabric...
the smell of an airplane. I started my journey i!
> n aviation in an old classic, and now that I have one of my own, I realize that
it needs to be shared or it's not really doing what Mr. Pietenpol intended
for it.
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power, 72x36 Culver prop
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=459140#459140
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
Subject:
Re: wire wheel hub question
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 02, 2016
The drawing is on the Westcoastpiet site under 'Landing Gear', 'Wire Wheels', and
'Drawing based on Ken Perkins hubs'. The rings for the spokes are shown to
be welded to the axle hub on their inner faces only. You can see it here:
http://www.westcoastpiet.com/images/Wire%20Wheel%20Page/Perkins%20Hubs.tif
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459142#459142
________________________________________________________________________________
Subject:
Re: wire wheel hub question
From:
"womenfly2" <Love2Fly.KAP(at)gmail.com>
Date:
Aug 03, 2016
You can weld both sides if you want but one weld fillet with a cross section equal
to the parent metal thickness (.090") is fine. A 2nd weld fillet is just a
option.
BTW, the head end of the spokes have a taper from the underside of the head to
the spoke shaft diameter. You should match this when drilling your hub flange
for the spoke to set correctly.
REF to drawing attached: countersink the 20X 0.157" holes on the outside of the
hub assembly.
WF2
--------
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459148#459148
________________________________________________________________________________
Subject:
Re: wire wheel hub question
From:
"bdewenter" <anonymouse(at)woh.rr.com>
Date:
Aug 03, 2016
I'm not sure I know what I'm talking about but I wonder if the weld on the outside
would interfere with the brake caliper mounting true to the hub without run
out. Ill be quiet now.
--------
Bob 'Early Builder' Dewenter
Dayton OH
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459158#459158
________________________________________________________________________________
Subject:
Corky Corbett greeting
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 03, 2016
Pieters;
I forgot to recognize Corky Corbett yesterday on his celebrating 93 years since
entering this world. Corky built and flew 41CC at the spry age of about 80 years
old, then sold it to me in 2004. As near as I can tell, the airplane was
started by one builder before eventually being completed and test-flown by Corky
and now owned by me.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459162#459162
________________________________________________________________________________
Subject:
Test Post
From:
"Speedbrake" <speedbrake(at)sbcglobal.net>
Date:
Aug 03, 2016
Hello crew. I have been away for quite some time, but I do check the list now and
again. I am using my original log in credentials and just wanted to be sure
everything still functions.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459164#459164
________________________________________________________________________________
Subject:
Re: Test Post
From:
"Speedbrake" <speedbrake(at)sbcglobal.net>
Date:
Aug 03, 2016
Answering my own post to check changes...
--------
Mike Perez
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459165#459165
________________________________________________________________________________
From:
Steven Dortch <steven.d.dortch(at)gmail.com>
Date:
Aug 03, 2016
Subject:
Re: Test Post
Did you pass your self test.
________________________________________________________________________________
Subject:
Re: Test Post
From:
"john francis" <Mrkringles(at)msn.com>
Date:
Aug 03, 2016
Mike,
I've been off myself for a while. Have you posted any pictures of you aircraft
any where?
John
--------
John Francis
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459172#459172
________________________________________________________________________________
Subject:
Re: Test Post
From:
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date:
Aug 03, 2016
Mike,
I was wondering where you were. Glad to see you back. Updates on flying? Your Pietenpol?
Give us the scoop!
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459188#459188
________________________________________________________________________________
Subject:
Re: wire wheel hub question
From:
"aviken" <aviken(at)hughes.net>
Date:
Aug 03, 2016
Hi The hub question , I welded both sides, it is a little difficult to weld
the outside near the edge but I felt it was needed. just set the plate in from
the edge to give a shelf for the weld.
Something I did to help the spokes align easier with the wheel and not bind
on a straight sided hub. I am a farm boy and John Deere makes a disk harrow
for years using spool between the cutting blades, on each end of the spool the
outside portion is a concave shape plate that can be cut off and used for
the hub plate . Works well for the hub and the steel is tougher than hell .
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459189#459189
________________________________________________________________________________
From:
Michael Cuy <michaelcuy1(at)gmail.com>
Date:
Aug 03, 2016
Subject:
Thank you Bob D
Bob! That is so cool for me to learn that Jack Cox's article in the 1999
issue of Sport Aviation inspired you to want to build a Pietenpol!! And I
did not realize you are a fellow Ohioan until we talked a few years ago at
Brodhead. I am really glad to know that you have not given up your dream
but are pursuing your project year by year and eventually there will come a
day when all your construction efforts will take flight. Very awesome!
On Aug 1, 2016 10:36 AM, "bdewenter" wrote:
Mike,
Seeing your Piet featured in an EAA recap of Air venture ?98 or 99? - When
I saw your plane I said, "I have to have one of those!" It was years later
when I learned you had received the Bronze Lindy.
Here it is 2016 and I've been building since 2011! You are to blame for
getting me hooked on this, but all 'blame' is on me starting out on this
awesome journey. I am enjoying every step. Thank you Mike!
Bob
--------
Bob 'Early Builder' Dewenter
Dayton OH
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459020#459020
________________________________________________________________________________
Subject:
Re: Test Post
From:
"Speedbrake" <speedbrake(at)sbcglobal.net>
Date:
Aug 04, 2016
John, I have posted a few pictures on this list over the years.
Terry, the scoop is simple, I have been removed from aviation over the past year
or so to take time to pursue other venues. Plane still at home, flight training
to commence (again) next summer.
--------
Mike Perez
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459194#459194
________________________________________________________________________________
From:
"Douwe Blumberg" <douwe(at)douwestudios.com>
Subject:
Mike P
Date:
Aug 04, 2016
Hey Mike!
I too have been wondering how your plane is coming along. Please share
progress and any images you have.
Good to hear from you
Douwe
________________________________________________________________________________
Hello Douwe. Once I get my email distribution working, I'll post a couple.
--------
Mike Perez
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459197#459197
________________________________________________________________________________
Subject:
Cngrats to Dan Helsper
From:
"bdewenter" <anonymouse(at)woh.rr.com>
Date:
Aug 04, 2016
See, nice guys do finish first. Congrats to Dan Helsper Plans Champion 2016
Way to go!
https://www.eaa.org/en/airventure/eaa-airventure-news-and-multimedia/eaa-airventure-news/eaa-airventure-oshkosh/07-31-2016-2016-airventure-aircraft-awards
--------
Bob 'Early Builder' Dewenter
Dayton OH
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459198#459198
________________________________________________________________________________
Below you find the link to the original set of pictures sent to the list in
2014.
http://forums.matronics.com/viewtopic.php?t=105138
=C2-
________________________________________________________________________________
Subject:
Re: Cngrats to Dan Helsper
From:
"aerocarjake" <flight.jake(at)gmail.com>
Date:
Aug 04, 2016
Way to go Dan.....!!!!!!
--------
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=459201#459201
________________________________________________________________________________
From:
John C Black <john(at)jcblack.com>
Subject:
Magneto Questions
Date:
Aug 04, 2016
Thinking about a Model A Ford engine. I have located a head with 2 spark plugs
per cylinder. My question is how to fire the plugs. I have model A cars with
WICO model XVD-2339 magnetos mounted on the head and driven by the oil pump
shaft. WICOs have 12 degrees of Lag. I have located a casting to allow me
to mount a SLIKK magneto run off the cam gear. Some use the SLIKK 4330 RH magneto
which has 25 degrees of Lag. And the plans show a magneto driven off crankshaft.
Here are my questions :
1) what are people using for crankshaft driven magnetos ?
2) while 12 degrees lag is great for cars, is 25 degrees lag needed for faster
turning airplane engines. What Lag is best ?
3) what other magnetos are worth looking at ?
John
________________________________________________________________________________
From:
Ray Krause <raykrause(at)frontiernet.net>
Subject:
Re: Cngrats to Dan Helsper
Date:
Aug 04, 2016
Dan REALLY deserves it. Saw his plane last year.
Ray Krause
Sent from my iPad
> On Aug 4, 2016, at 7:01 AM, Boatright, Jeffrey w
rote:
>
> HOLY FREEHOLY! That is great! Congrats!
>
> =94
> Jeffrey H. Boatright, PhD, FARVO
> Professor of Ophthalmology
> Emory University School of Medicine
> Core Director & Research Biologist
> Atlanta VAMC Center for Visual & Neurocognitive Rehabilitation
>
> From: bdewenter <anonymouse(at)woh.rr.com>
> Reply-To: "pietenpol-list(at)matronics.com"
> Date: Thursday, August 4, 2016 at 9:33 AM
> To: "pietenpol-list(at)matronics.com"
> Subject: Pietenpol-List: Cngrats to Dan Helsper
>
>
> See, nice guys do finish first. Congrats to Dan Helsper Plans Champion 20
16
>
> Way to go!
>
> https://www.eaa.org/en/airventure/eaa-airventure-news-and-multimedia/eaa-a
irventure-news/eaa-airventure-oshkosh/07-31-2016-2016-airventure-aircraft-aw
ards
>
> --------
> Bob 'Early Builder' Dewenter
> Dayton OH
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=459198#459198
>
>
>
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
>
>
>
>
>
> This e-mail message (including any attachments) is for the sole use of
> the intended recipient(s) and may contain confidential and privileged
> information. If the reader of this message is not the intended
> recipient, you are hereby notified that any dissemination, distribution
> or copying of this message (including any attachments) is strictly
> prohibited.
>
> If you have received this message in error, please contact
> the sender by reply e-mail message and destroy all copies of the
> original message (including attachments).
________________________________________________________________________________
Subject:
Re: disc brake material
From:
"bdewenter" <anonymouse(at)woh.rr.com>
Date:
Aug 04, 2016
Paul,
What's to worry about? Don Harper and PF Beck have used them for years. PF has
flown over 300 different people in his plane.
I think there a clever use.
Bob
--------
Bob 'Early Builder' Dewenter
Dayton OH
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459209#459209
________________________________________________________________________________
From:
"M W Stanley" <mmrally(at)nifty.com>
Subject:
Re: Cngrats to Dan Helsper
Date:
Aug 05, 2016
Gotta join in with the "Way to go!"......great stuff and well done Dan!
Cheers,
Mark Stanley
--------------------------------------------------
From: "bdewenter" <anonymouse(at)woh.rr.com>
Sent: Thursday, August 04, 2016 10:33 PM
Subject: Pietenpol-List: Cngrats to Dan Helsper
>
> See, nice guys do finish first. Congrats to Dan Helsper Plans Champion
> 2016
>
> Way to go!
>
> https://www.eaa.org/en/airventure/eaa-airventure-news-and-multimedia/eaa-airventure-news/eaa-airventure-oshkosh/07-31-2016-2016-airventure-aircraft-awards
>
> --------
> Bob 'Early Builder' Dewenter
> Dayton OH
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=459198#459198
>
>
>
________________________________________________________________________________
From:
Semih Oksay <semihoksay(at)gmail.com>
Date:
Aug 05, 2016
Subject:
Re: Cngrats to Dan Helsper
Congratulations to Dan from Turkey.
Semih=8B
On Fri, Aug 5, 2016 at 2:55 PM, M W Stanley wrote:
>
> Gotta join in with the "Way to go!"......great stuff and well done Dan!
>
> Cheers,
>
> Mark Stanley
>
> --------------------------------------------------
> From: "bdewenter" <anonymouse(at)woh.rr.com>
> Sent: Thursday, August 04, 2016 10:33 PM
> To:
> Subject: Pietenpol-List: Cngrats to Dan Helsper
>
>>
>> See, nice guys do finish first. Congrats to Dan Helsper Plans Champion
>> 2016
>>
>> Way to go!
>>
>> https://www.eaa.org/en/airventure/eaa-airventure-news-and-
>> multimedia/eaa-airventure-news/eaa-airventure-oshkosh/
>> 07-31-2016-2016-airventure-aircraft-awards
>>
>> --------
>> Bob 'Early Builder' Dewenter
>> Dayton OH
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=459198#459198
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
===========
===========
===========
===========
===========
>
>
--
Semih Oksay
________________________________________________________________________________
Subject:
Re: Cngrats to Dan Helsper
From:
"oldbird" <semihoksay(at)gmail.com>
Date:
Aug 05, 2016
Congratulations to Dan from Turkey. Great achievement.
Semih
Wire wheels,
C90-8F
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459225#459225
________________________________________________________________________________
From:
"Douwe Blumberg" <douwe(at)douwestudios.com>
Subject:
Mike P's plane
Date:
Aug 05, 2016
Hey Mike,
Absolutely gorgeous airplane!
Has she flown yet? I can't remember.
Douwe
________________________________________________________________________________
Date:
Aug 05, 2016
From:
Michael Perez <speedbrake(at)sbcglobal.net>
Subject:
Re: Mike P's plane
Thanks Douwe. No, the plane has not flown and it pains me to say so. I have not
been able to complete my flight training, have not pursued renting a hangar for
and have not done any further work on it. My hopes are to finish training and
acquire a hangar next summer. Then at some point soon after, complete final
assembly and commence with engine runs, ground tests and...first flight.
All in due time.
________________________________________________________________________________
Unable to show full mail body.
You can see it by pressing here
Matronics error number: ef18417 (Tue Aug 9 10:08:32 2016)
________________________________________________________________________________
From:
"Charles N. Campbell" <charlescampbell1924(at)gmail.com>
Date:
Aug 09, 2016
Subject:
I have not been receiving any posts from pietenpol list members for the
last few days. Is it just that quiet or have I been cut off?
________________________________________________________________________________
It's been Very Very quite. I think it's the post Brodhaed Blues.
--------
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=459425#459425
________________________________________________________________________________
Subject:
imovie test
From:
"TriScout" <apfelcyber(at)yahoo.com>
Date:
Aug 14, 2016
..imovie edit test (short)
https://youtu.be/yTpAZetQGSM
--------
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=459496#459496
________________________________________________________________________________
Subject:
Re: imovie test
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 14, 2016
TriScout: you pass your test! Oh, what fun. I want to go fly!
I note that you fly the stick pretty much with your fingertips. There are flight
regimes where I do too, but other regimes where I keep a firm grip on the stick,
especially close to the ground or in gusty conditions. But what a wonderful
video, and thank you!
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459504#459504
________________________________________________________________________________
Subject:
Re: imovie test
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 14, 2016
Oh, and I forgot to mention- the airplane is very, very nice. Excellent detailing,
clean, and apparently flies VERY comfortably!
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459505#459505
________________________________________________________________________________
Subject:
Re: imovie test
From:
"TriScout" <apfelcyber(at)yahoo.com>
Date:
Aug 15, 2016
Thanks for the kind words Oscar,
I wish I could say I built it, like you guys, but I am on 5th yr flying it (9th
owner in it's lifetime). My videos are usually just a minute or two long. It
seems when I get around to doing a "test edit", I'm trying out a different editing
program. Windows one time.., then the next one is on an ipad editor program,
now imovie w/apple mackbook. I need to just stick to one and get a good movie
put together .."someday" :-)
Larry
--------
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=459527#459527
________________________________________________________________________________
Subject:
Re: imovie test
From:
"aerocarjake" <flight.jake(at)gmail.com>
Date:
Aug 15, 2016
ithink upass da imovie test... :)
--------
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=459539#459539
________________________________________________________________________________
Subject:
Re: imovie test
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 16, 2016
What, me-? Build an airplane? Never! I bought 41CC from Corky Corbett already
complete and flying, and all I've done since then is tweak, change, modify,
add, delete, upsize, downsize, relocate, move, adjust, refinish, change, break,
fix, readjust, inflate, deflate, tension, retension, replace, swap, add washers,
retorque, drain, fill, loosen, tighten, and endlessly fidget and fool with
every fixed or movable part on the airplane. Enough is never good enough, too
much is never good enough, not enough isn't even good enough... I have to constantly
be doing something to, with, about, around, or against the airplane.
But build one? Never ;o)
I know every square centimeter of my airplane, and I love every square centimeter
of it. Well, almost every one. There are a few that I can't reach back in
the tailcone that taunt me from time to time and a few out in the wings past
where I can reach them from the inspection ports either, but by and large I've
grown accustomed to this airplane and fond of it most of the time. Starting
the engine when it's hot is usually one time when I feel like it's got a mind
and emotions and all I am is a stupid brainless human with no understanding of
air, fuel, and spark and how they're supposed to all work together. Other times,
like when we're in cruise flight with plenty of fuel and nice cool air to
fly through, no place to be and no hurry to get there, I feel like anything below
the stratosphere is my apple and my Air Camper is my magic carpet, streaking
me along at the speed of... the speed of... an Air Camper ;o)
We speak the same language and we appreciate each other for what we each do to
make flying happen. Then when we get close to the ground, we tag-team each other
about who's going to be the student and who's going to be the instructor.
Some days I can make the airplane do everything but make apple strudel with a
crispy sugar and cinnamon crust, and other days the airplane makes mincemeat
out of me. We teach each other, we love each other, but we never turn our backs
to each other because one of us might just pull a fast one ;o) I have done
it to 41CC a time or two, but the airplane has done it to me MANY times!
It's all fun, it's why we fly these airplanes, and I feel sorry for the pilot who
has never flown an open cockpit, wood and fabric, hand-prop taildragger. And
even sorryer for one who has not had to try to prop-start a hot little Continental
;o)
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459568#459568
________________________________________________________________________________
Subject:
Jeepenpol
From:
"aviken" <aviken(at)hughes.net>
Date:
Aug 17, 2016
Just an update on the Jeepenpol. I am finishing up all the little chores and
have my registration in hand, I should be ready for my DAR inspection soon.
I hope to test fly by mid September.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459572#459572
________________________________________________________________________________
From:
Ray Krause <raykrause(at)frontiernet.net>
Subject:
Re: imovie test
Date:
Aug 17, 2016
Oscar,
Nicely written! I really enjoy your posts.
Ray Krause
Sent from my iPad
> On Aug 16, 2016, at 10:04 PM, taildrags wrote:
>
>
> What, me-? Build an airplane? Never! I bought 41CC from Corky Corbett already
complete and flying, and all I've done since then is tweak, change, modify,
add, delete, upsize, downsize, relocate, move, adjust, refinish, change, break,
fix, readjust, inflate, deflate, tension, retension, replace, swap, add washers,
retorque, drain, fill, loosen, tighten, and endlessly fidget and fool with
every fixed or movable part on the airplane. Enough is never good enough,
too much is never good enough, not enough isn't even good enough... I have to
constantly be doing something to, with, about, around, or against the airplane.
But build one? Never ;o)
>
> I know every square centimeter of my airplane, and I love every square centimeter
of it. Well, almost every one. There are a few that I can't reach back
in the tailcone that taunt me from time to time and a few out in the wings past
where I can reach them from the inspection ports either, but by and large I've
grown accustomed to this airplane and fond of it most of the time. Starting
the engine when it's hot is usually one time when I feel like it's got a mind
and emotions and all I am is a stupid brainless human with no understanding
of air, fuel, and spark and how they're supposed to all work together. Other
times, like when we're in cruise flight with plenty of fuel and nice cool air
to fly through, no place to be and no hurry to get there, I feel like anything
below the stratosphere is my apple and my Air Camper is my magic carpet, streaking
me along at the speed of... the speed of... an Air Camper ;o)
>
> We speak the same language and we appreciate each other for what we each do to
make flying happen. Then when we get close to the ground, we tag-team each
other about who's going to be the student and who's going to be the instructor.
Some days I can make the airplane do everything but make apple strudel with
a crispy sugar and cinnamon crust, and other days the airplane makes mincemeat
out of me. We teach each other, we love each other, but we never turn our backs
to each other because one of us might just pull a fast one ;o) I have done
it to 41CC a time or two, but the airplane has done it to me MANY times!
>
> It's all fun, it's why we fly these airplanes, and I feel sorry for the pilot
who has never flown an open cockpit, wood and fabric, hand-prop taildragger.
And even sorryer for one who has not had to try to prop-start a hot little Continental
;o)
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power, 72x36 Culver prop
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=459568#459568
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
Subject:
Re: imovie test
From:
"TriScout" <apfelcyber(at)yahoo.com>
Date:
Aug 17, 2016
I hear ya. I "barnstormered" mine, sans engine about 6 yrs ago. Still having the
time of my life in it. I built ribs to a Piet before I found this one, but I
really dig the idea of finding one that previously flew and bringing it back
to flying status. You can have the fun of turning wrenches and getting in the
air sooner. I find the andrew king barn find a really interesting project.
--------
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=459577#459577
________________________________________________________________________________
Subject:
Re: imovie test
From:
Don Heringhaus <don.h(at)wcoil.com>
Date:
Aug 17, 2016
WHAT A GREAT POST !!! I always wanted to build a plane but completly
redid a ole 1941 Delux t-craft bought it in boxes what a learning
process but a lot of fun I did it all except pump up the tires by hand
love ur post
On 8/17/2016 1:04 AM, taildrags wrote:
>
> What, me-? Build an airplane? Never! I bought 41CC from Corky Corbett already
complete and flying, and all I've done since then is tweak, change, modify,
add, delete, upsize, downsize, relocate, move, adjust, refinish, change, break,
fix, readjust, inflate, deflate, tension, retension, replace, swap, add washers,
retorque, drain, fill, loosen, tighten, and endlessly fidget and fool with
every fixed or movable part on the airplane. Enough is never good enough,
too much is never good enough, not enough isn't even good enough... I have to
constantly be doing something to, with, about, around, or against the airplane.
But build one? Never ;o)
>
> I know every square centimeter of my airplane, and I love every square centimeter
of it. Well, almost every one. There are a few that I can't reach back
in the tailcone that taunt me from time to time and a few out in the wings past
where I can reach them from the inspection ports either, but by and large I've
grown accustomed to this airplane and fond of it most of the time. Starting
the engine when it's hot is usually one time when I feel like it's got a mind
and emotions and all I am is a stupid brainless human with no understanding
of air, fuel, and spark and how they're supposed to all work together. Other
times, like when we're in cruise flight with plenty of fuel and nice cool air
to fly through, no place to be and no hurry to get there, I feel like anything
below the stratosphere is my apple and my Air Camper is my magic carpet, streaking
me along at the speed of... the speed of... an Air Camper ;o)
>
> We speak the same language and we appreciate each other for what we each do to
make flying happen. Then when we get close to the ground, we tag-team each
other about who's going to be the student and who's going to be the instructor.
Some days I can make the airplane do everything but make apple strudel with
a crispy sugar and cinnamon crust, and other days the airplane makes mincemeat
out of me. We teach each other, we love each other, but we never turn our backs
to each other because one of us might just pull a fast one ;o) I have done
it to 41CC a time or two, but the airplane has done it to me MANY times!
>
> It's all fun, it's why we fly these airplanes, and I feel sorry for the pilot
who has never flown an open cockpit, wood and fabric, hand-prop taildragger.
And even sorryer for one who has not had to try to prop-start a hot little Continental
;o)
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power, 72x36 Culver prop
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=459568#459568
>
>
________________________________________________________________________________
Subject:
Re: Jeepenpol
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 17, 2016
Great news! Hope you can post some videos of taxi testing!
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459585#459585
________________________________________________________________________________
Subject:
Re: Jeepenpol
From:
"aerocarjake" <flight.jake(at)gmail.com>
Date:
Aug 17, 2016
Jeepers that's exciting...!!!
--------
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=459587#459587
________________________________________________________________________________
Subject:
Tail hinges - Memphis
From:
"Larry M" <marquez(at)att.net>
Date:
Aug 18, 2016
I've finished three hinges for the tail. Is anyone in the Memphis area willing
to let me visit and get your opinion of them?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459625#459625
________________________________________________________________________________
Subject:
Re: imovie test
From:
"TriScout" <apfelcyber(at)yahoo.com>
Date:
Aug 20, 2016
I do that as well,...blow up tires w/bicycle pump. I had a small Chinese air compressor
from harbor freight, but it just wound up making a loud racket for 20
minutes per tire...was lucky to make 12psi. I gave said compressor to a hangar
neighbor...everyone's happy :-)
--------
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=459678#459678
________________________________________________________________________________
Subject:
Hard Starting Cont. Engines
From:
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date:
Aug 23, 2016
Oscar,
You mentioned that you have a hard time starting your engine when it is hot. Is
it a case of it flooding easily? I have a sure fire way of correcting this
if it is your case. Maike Madrid would spend 1 or 2 hours trying to start his
Aircamper and FlyBaby after fuel stops. I showed him my trick/method and he
is on his way now every time without worry.
Now on Dad's O-200, he had a bad Mag that we had to cool off the coil before it
would restart.
If yours is flooded, use this simple 10 step procedure.
1. Tie down the tail
2. Shut off fuel
3. Shut off Mags
4. Open throttle halfway or more. (Very important to do).
5. Pull the prop through 12 blades in the forward direction. (forward direction
is very important. It pushes the raw fuel out the exhaust valves. Some folks
where taught to pull the prop through backwards. This is not good for three
reasons. a. It pushes all the oil out of the oil pump. b. it pushes the raw
fuel back into the intake manifold thus still creates a rich fuel system. c. All
the fuel in the intake system becomes a fire hazard should it backfire through
the intake side when trying to restart).
6. Turn fuel back on.
7. Set throttle for normal starting and idle position. (Very important so your
plane doesn't try flying away without you).
8. Turn appropriate mags back on.
9. Prop normally. (it will start on the first or second blade every time.
10. Untie plane and fly away with a big smile on your face.
Now you can log more time in the air than on the ground.
Keep them flying friends.
--------
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=459795#459795
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
Scott Knowlton <flyingscott_k(at)hotmail.com>
Date:
Aug 23, 2016
A procedure that gave me good results on my champ with an A65 was to advance the
throttle off the idle stop when I shut down. The stromberg has an idle priming
circuit that primes when the blades are spinning down after shut down. Taking
the throttle off the idle circuit will prevent this priming action from happening.
When I did this procedure the airplane would start on the first blade
after a couple of blades with the mags off. This was even the case when the engine
was hot. I never had a flooded engine after adopting this procedure.
Scott Knowlton
> On Aug 23, 2016, at 9:49 AM, AircamperN11MS wrote:
>
>
> Oscar,
>
> You mentioned that you have a hard time starting your engine when it is hot.
Is it a case of it flooding easily? I have a sure fire way of correcting this
if it is your case. Maike Madrid would spend 1 or 2 hours trying to start his
Aircamper and FlyBaby after fuel stops. I showed him my trick/method and he
is on his way now every time without worry.
>
> Now on Dad's O-200, he had a bad Mag that we had to cool off the coil before
it would restart.
>
> If yours is flooded, use this simple 10 step procedure.
>
> 1. Tie down the tail
> 2. Shut off fuel
> 3. Shut off Mags
> 4. Open throttle halfway or more. (Very important to do).
> 5. Pull the prop through 12 blades in the forward direction. (forward direction
is very important. It pushes the raw fuel out the exhaust valves. Some folks
where taught to pull the prop through backwards. This is not good for three
reasons. a. It pushes all the oil out of the oil pump. b. it pushes the raw
fuel back into the intake manifold thus still creates a rich fuel system. c.
All the fuel in the intake system becomes a fire hazard should it backfire through
the intake side when trying to restart).
> 6. Turn fuel back on.
> 7. Set throttle for normal starting and idle position. (Very important so your
plane doesn't try flying away without you).
> 8. Turn appropriate mags back on.
> 9. Prop normally. (it will start on the first or second blade every time.
> 10. Untie plane and fly away with a big smile on your face.
>
> Now you can log more time in the air than on the ground.
>
> Keep them flying friends.
>
> --------
> 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=459795#459795
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date:
Aug 23, 2016
Scott,
Excellent point. That should prevent the need for everything above.
Great input.
--------
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=459800#459800
________________________________________________________________________________
From:
Ben Charvet <bencharvet(at)gmail.com>
Subject:
Re: Hard Starting Cont. Engines
Date:
Aug 23, 2016
I do what Scott said, as I turn off the ignition, advance the throttle to full,
return to idle when it stops spinning
Sent from my iPhone
> On Aug 23, 2016, at 10:07 AM, Scott Knowlton wrote:
>
>
> A procedure that gave me good results on my champ with an A65 was to advance
the throttle off the idle stop when I shut down. The stromberg has an idle priming
circuit that primes when the blades are spinning down after shut down. Taking
the throttle off the idle circuit will prevent this priming action from happening.
When I did this procedure the airplane would start on the first blade
after a couple of blades with the mags off. This was even the case when the
engine was hot. I never had a flooded engine after adopting this procedure.
>
> Scott Knowlton
>
>> On Aug 23, 2016, at 9:49 AM, AircamperN11MS wrote:
>>
>>
>> Oscar,
>>
>> You mentioned that you have a hard time starting your engine when it is hot.
Is it a case of it flooding easily? I have a sure fire way of correcting this
if it is your case. Maike Madrid would spend 1 or 2 hours trying to start
his Aircamper and FlyBaby after fuel stops. I showed him my trick/method and
he is on his way now every time without worry.
>>
>> Now on Dad's O-200, he had a bad Mag that we had to cool off the coil before
it would restart.
>>
>> If yours is flooded, use this simple 10 step procedure.
>>
>> 1. Tie down the tail
>> 2. Shut off fuel
>> 3. Shut off Mags
>> 4. Open throttle halfway or more. (Very important to do).
>> 5. Pull the prop through 12 blades in the forward direction. (forward direction
is very important. It pushes the raw fuel out the exhaust valves. Some
folks where taught to pull the prop through backwards. This is not good for three
reasons. a. It pushes all the oil out of the oil pump. b. it pushes the raw
fuel back into the intake manifold thus still creates a rich fuel system. c.
All the fuel in the intake system becomes a fire hazard should it backfire through
the intake side when trying to restart).
>> 6. Turn fuel back on.
>> 7. Set throttle for normal starting and idle position. (Very important so your
plane doesn't try flying away without you).
>> 8. Turn appropriate mags back on.
>> 9. Prop normally. (it will start on the first or second blade every time.
>> 10. Untie plane and fly away with a big smile on your face.
>>
>> Now you can log more time in the air than on the ground.
>>
>> Keep them flying friends.
>>
>> --------
>> 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=459795#459795
>
>
>
>
>
________________________________________________________________________________
From:
"Barry Davis" <bed(at)mindspring.com>
Subject:
Hard Starting Cont. Engines
Date:
Aug 23, 2016
On my J3 Cub, it was became very difficult to crank while hot. I tried all
the stuff like 12 blades with fuel off, etc, etc, etc. The bottom line is
that the coils in my mags were breaking down. I cured the problem with a
Slick Mag Kit with new mags, wires and plugs. It now starts with one flip,
cold or hot, it doesn't matter. I fly my Grandkids a lot, so it was worth
the $$.
Barry
Big Piet NX973BP
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of
AircamperN11MS
Sent: Tuesday, August 23, 2016 9:44 AM
Subject: Pietenpol-List: Hard Starting Cont. Engines
-->
Oscar,
You mentioned that you have a hard time starting your engine when it is hot.
Is it a case of it flooding easily? I have a sure fire way of correcting
this if it is your case. Maike Madrid would spend 1 or 2 hours trying to
start his Aircamper and FlyBaby after fuel stops. I showed him my
trick/method and he is on his way now every time without worry.
Now on Dad's O-200, he had a bad Mag that we had to cool off the coil before
it would restart.
If yours is flooded, use this simple 10 step procedure.
1. Tie down the tail
2. Shut off fuel
3. Shut off Mags
4. Open throttle halfway or more. (Very important to do).
5. Pull the prop through 12 blades in the forward direction. (forward
direction is very important. It pushes the raw fuel out the exhaust valves.
Some folks where taught to pull the prop through backwards. This is not
good for three reasons. a. It pushes all the oil out of the oil pump. b. it
pushes the raw fuel back into the intake manifold thus still creates a rich
fuel system. c. All the fuel in the intake system becomes a fire hazard
should it backfire through the intake side when trying to restart).
6. Turn fuel back on.
7. Set throttle for normal starting and idle position. (Very important so
your plane doesn't try flying away without you).
8. Turn appropriate mags back on.
9. Prop normally. (it will start on the first or second blade every time.
10. Untie plane and fly away with a big smile on your face.
Now you can log more time in the air than on the ground.
Keep them flying friends.
--------
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=459795#459795
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date:
Aug 23, 2016
Barry,
You just hit on why my dads was hard to start when hot. We fixed his long ago.
I just wanted to share and get folks thinking about what they are experiencing.
All good stuff. There should be no reason to have a hard starting engine
as long as everything is in proper working order. We just need to figure out
what we are dealing with to prevent the hard starts.
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=459809#459809
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
Scott Knowlton <flyingscott_k(at)hotmail.com>
Date:
Aug 23, 2016
Further to Scott Liefeld's point about making sure everything is working on the
little A65 I attended the Stromberg forum at Oshkosh this year. One other factor
that can lead to poor hot starting and flooding is a leaky primer. We only
want our primer to work when we want to prime. If it leaks past the plunge bulb
we are unwittingly supplying raw fuel downstream of the carb which will both
flood the engine and create potential fire hazard. There are lots of YouTube
videos showing how to test and rebuild a Lufkin or other primer. The easiest
test is to pull your primer line and see if it drops when the primer is in and
locked. Just another thought. All great points today!!!!
Scott K
> On Aug 23, 2016, at 5:29 PM, AircamperN11MS wrote:
>
>
> Barry,
>
> You just hit on why my dads was hard to start when hot. We fixed his long ago.
I just wanted to share and get folks thinking about what they are experiencing.
All good stuff. There should be no reason to have a hard starting engine
as long as everything is in proper working order. We just need to figure out
what we are dealing with to prevent the hard starts.
>
> 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=459809#459809
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
From:
Steven Dortch <steven.d.dortch(at)gmail.com>
Date:
Aug 23, 2016
Subject:
Re: Hard Starting Cont. Engines
My buddie's 1947 Aeronca Champ with 65HP continental starter was getting
worn out, and would end up panting and laying in the shade of the wing
before the engine would fire. So he bought brand new Slick mags and
harnesses (they come as a set.) We had a lot of airport bum help putting
them on and setting the timeing. They would not fire one lick. He
announced that he was tired and we were done for the day and closed up
shop. When all the advisors left, he reopened the doors and we pulled out
the instructions, took the mags off and started from scratch. Sure enough,
they fired first blade! It started so easy I jumped back.
On my Piet it has newly overhauled mags but they were just stuck on the
engine and not really installed. So I have that to look forward to.
Blue Skies,
Steve D.
On Tue, Aug 23, 2016 at 4:14 PM, Barry Davis wrote:
>
> On my J3 Cub, it was became very difficult to crank while hot. I tried all
> the stuff like 12 blades with fuel off, etc, etc, etc. The bottom line is
> that the coils in my mags were breaking down. I cured the problem with a
> Slick Mag Kit with new mags, wires and plugs. It now starts with one flip,
> cold or hot, it doesn't matter. I fly my Grandkids a lot, so it was worth
> the $$.
> Barry
> Big Piet NX973BP
>
> -----Original Message-----
> From: owner-pietenpol-list-server(at)matronics.com
> [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of
> AircamperN11MS
> Sent: Tuesday, August 23, 2016 9:44 AM
> To: pietenpol-list(at)matronics.com
> Subject: Pietenpol-List: Hard Starting Cont. Engines
>
> -->
>
> Oscar,
>
> You mentioned that you have a hard time starting your engine when it is
> hot.
> Is it a case of it flooding easily? I have a sure fire way of correcting
> this if it is your case. Maike Madrid would spend 1 or 2 hours trying to
> start his Aircamper and FlyBaby after fuel stops. I showed him my
> trick/method and he is on his way now every time without worry.
>
> Now on Dad's O-200, he had a bad Mag that we had to cool off the coil
> before
> it would restart.
>
> If yours is flooded, use this simple 10 step procedure.
>
> 1. Tie down the tail
> 2. Shut off fuel
> 3. Shut off Mags
> 4. Open throttle halfway or more. (Very important to do).
> 5. Pull the prop through 12 blades in the forward direction. (forward
> direction is very important. It pushes the raw fuel out the exhaust
> valves.
> Some folks where taught to pull the prop through backwards. This is not
> good for three reasons. a. It pushes all the oil out of the oil pump. b. it
> pushes the raw fuel back into the intake manifold thus still creates a rich
> fuel system. c. All the fuel in the intake system becomes a fire hazard
> should it backfire through the intake side when trying to restart).
> 6. Turn fuel back on.
> 7. Set throttle for normal starting and idle position. (Very important so
> your plane doesn't try flying away without you).
> 8. Turn appropriate mags back on.
> 9. Prop normally. (it will start on the first or second blade every time.
> 10. Untie plane and fly away with a big smile on your face.
>
> Now you can log more time in the air than on the ground.
>
> Keep them flying friends.
>
> --------
> 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=459795#459795
>
>
--
Blue Skies,
Steve D
________________________________________________________________________________
Subject:
The Jeep powered Pietenpol taxi test
From:
"aviken" <aviken(at)hughes.net>
Date:
Aug 23, 2016
I couldn't resist taxiing my Jeep powered pietenpol today though it was more for
enjoyment than experimentation. I still have many small items to tidy up before
I call my /Dar to check it out. I hope to fly it very soon.
I wish I could add a photo but I simply can't, I am not smart enough to navigate
the email list. Someone suggested I use my email to add photos, What
the hell is that ? All I managed to do was get my email blown open with every
list here. I cant find away to un-do that, so if anyone knows to remove me
please be my guest.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459820#459820
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 23, 2016
OK, so first let's take care of the easy items. (1) I do not have a primer on
my engine, don't need one, and if ya ain't got one, it can't leak. (2) the engine
got brand-new Slick mags and harnesses when it was built back up, and of
course new plugs, and everything is perfectly timed and gapped. It's not spark.
Now to possible "other stuff" besides operator error.
As far as advancing the throttle as the engine is spinning to a stop on dead mags,
I've tried that and found it made matters worse because the engine just sucks
more raw fuel into the chambers that way and it's all sitting there when I
try the next start. I'll try it that way again next time I shut down at the
hangar after a flight, but it's never worked for me in the past.
As far as there not being a prime circuit open unless the throttle is partially
cracked, I recognize most of the intricacies of the Stromberg carb and I am aware
that there are two small ports in the carb throat, one on each side of the
throttle plate when it is closed (throttle full aft to idle). This is by design,
and the outer one pulls fuel till the throttle plate begins to open and
there is enough impulse through the throat to pull fuel through the other, and
those two provide fuel until there is enough impulse through the venturi for
the engine to pull fuel through the main jet. All of this is designed to provide
the proper air-fuel mixture from idle to WOT, or so I'm given to understand
from all the literature. Some Strombergs will cause an engine stumble or hesitation
at some point between coming off of idle and getting to WOT on takeoff,
but that's a whole 'nother issue apart from starting.
I think my problem is simply technique, and the technique that most interests me
is Scott's 10-step narrative. The only new twist is the 12 blades in the forward
direction. Like most other hand-proppers, I've always been told to pull
the prop through *backwards* with the fuel shut off and throttle wide open, and
that helps but there is still plenty of raw fuel in my air box so what I've
been doing is leaving the fuel shut off after pulling it through a dozen blades,
then just sitting under the wing for 5-7 minutes to let excess fuel evaporate,
then making the mags hot with the throttle back to idle and propping it.
That worked for me last time and I still had time after the engine caught to
nudge the throttle and turn the fuel back on as the engine came to life. I will
try Scott's 10-Step "Prop Starters Anonymous" drying-out procedure ;o)
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459824#459824
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date:
Aug 24, 2016
Good morning Oscar,
If your engine truly is flooded (which Im sure it is) this will be a big Ah Ha
moment. It has never failed me.
One other point that hasn't been brought up and I will because someone else brought
up the mags.
An A65 if put together proper only has one impulse coupling. It should be on the
left mag. You should only be starting it on the left mag. If you are experiencing
the prop kicking back and sneezing (if you will, the engine, not you)
I would guess that you are trying to start it with both mags on. I have however
seen engines put together with no impulse couplings or with two couplings.
On experimental airplanes you never know what someone may have done.
A series engine should only have one impulse coupling. (it should be on the left
mag).
C series engines should have two couplings.
O-200 engines should have two couplings.
The impulse couplings will retard the timing and fire the plugs late to prevent
kick back when trying to start.
Some old radials never had impulse couplings. They an be a real bugger to start.
You need to wear your man shoes when starting these.
Oh well, enough for this mornings chat.
Cheers all,
--------
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=459834#459834
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 24, 2016
Scott: oh, no! You're sending me back to my books to read up on Continental ignition
systems! Upper plugs, lower plugs, gapping, timing... I know my mags and
plugs are set up just the way they're supposed to be but I did all of that
work more than a couple of nights ago so I've forgotten it all ;o) Honestly,
I *always* prop start it with the mags on Both, and I believe both of my Slicks
have impulse couplings. However, this is a good time to learn something (and
to teach something) about magneto ignitions, so I'm going to study up and report
back. Meanwhile, we've got a couple of wildland fires burning around us
so I get to watch a lot of round engines fly overhead as the tankers make their
circuits to and from the fires. But I doubt that I could prop-start a P&W Double
Wasp on a Convair 340, with or without impulse couplings ;o)
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459859#459859
________________________________________________________________________________
From:
"Jack Philips" <jack(at)bedfordlandings.com>
Subject:
Re: Hard Starting Cont. Engines
Date:
Aug 25, 2016
Oscar, my A65 has Slick Mags, both with Impulse couplings. I start mine
with the ignition switch set to BOTH.
I have no problem with hot starts, as long as I give a really healthy swing
to the prop (I can usually swing it hard enough to get it through two
cylinders). If it doesn't start on the first pull when hot, I'm usually in
for following the sequence Scott laid out.
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, August 25, 2016 12:41 AM
Subject: Pietenpol-List: Re: Hard Starting Cont. Engines
-->
Scott: oh, no! You're sending me back to my books to read up on Continental
ignition systems! Upper plugs, lower plugs, gapping, timing... I know my
mags and plugs are set up just the way they're supposed to be but I did all
of that work more than a couple of nights ago so I've forgotten it all ;o)
Honestly, I *always* prop start it with the mags on Both, and I believe both
of my Slicks have impulse couplings. However, this is a good time to learn
something (and to teach something) about magneto ignitions, so I'm going to
study up and report back. Meanwhile, we've got a couple of wildland fires
burning around us so I get to watch a lot of round engines fly overhead as
the tankers make their circuits to and from the fires. But I doubt that I
could prop-start a P&W Double Wasp on a Convair 340, with or without impulse
couplings ;o)
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459859#459859
________________________________________________________________________________
Date:
Aug 25, 2016
From:
<marquez(at)att.net>
Subject:
posting pictures
Hello,
I get the following message when trying to add a picture to a post.
Sorry, but the maximum filesize for all Attachments is reached. Please cont
act the Board Administrator if you have questions.
The picture=C2- is only 16K.=C2- The extension is .jpg=C2- Any sugges
tions?
Thank you,Larry Marquez
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date:
Aug 25, 2016
Very good,
I have seen dual impulse couplings on the A series like you guys have. Which is
plenty fine on Experimental aircraft. On certified, It may not be legal.
Depends on what the type certificate says. With the dual impulses it helps a lot
during starting.
Anyway,
The fires have been awful all over the western states. We have had our share around
here. They are doing taxiway work at our airport and the runway has been
shortened from 7201' to 3500' keeping our firefighting aircraft off the field.
Note: for me, it means that the runway is still 150' long and only 3500' wide
now. Makes it tough in big crosswinds. :)
Good luck Oscar. I think the starting procedures will cure you headache.
Enough for now,
--------
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=459879#459879
________________________________________________________________________________
Subject:
Re: posting pictures
From:
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date:
Aug 25, 2016
I'll try adding a pic. It won't add for me either. Strange.
--------
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=459880#459880
________________________________________________________________________________
Date:
Aug 25, 2016
From:
shad bell <aviatorbell(at)yahoo.com>
Subject:
Re: Hard Starting Cont. Engines
blockquote, div.yahoo_quoted { margin-left: 0 !important; border-left:1px
#715FFA solid !important; padding-left:1ex !important; background-color:whi
te !important; } Jack, do you have any clearance issues running a impulse
on the right mag? =C2-Was reading up on it and saw some cautions about th
e shaft hitting the forward side of the acc. Case.=C2-Shad
Sent from Yahoo Mail for iPhone
On Thursday, August 25, 2016, 9:17 AM, AircamperN11MS <Scott.liefeld@lacity
.org> wrote:
y.org>
Very good,
I have seen dual impulse couplings on the A series like you guys have.=C2
- Which is plenty fine on Experimental aircraft.=C2- On certified,=C2
- It may not be legal.=C2- Depends on what the type certificate says. W
ith the dual impulses it helps a lot during starting.=C2-
Anyway,=C2-
The fires have been awful all over the western states. We have had our shar
e around here.=C2- They are doing taxiway work at our airport and the run
way has been shortened from 7201' to 3500' keeping our firefighting aircraf
t off the field.=C2- Note: for me, it means that the runway is still 150'
long and only 3500' wide now. Makes it tough in big crosswinds. :)
Good luck Oscar.=C2- I think the starting procedures will cure you headac
he.=C2-
Enough for now,
--------
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=459879#459879
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 25, 2016
OK, so this is from the A&P who overhauled my A75:
"Continentals, if equipped with Impulse Couplers, almost always have them on both
mags. If you buy Slick magneto kit for an A series engine, the kit will come
with two impulse coupled mags. If one wanted to install their mags piecemeal,
you could mount mags with no impulse, the impulse on either the left or right
mags, or on both.
Lycoming engines come with the impulse on the left mag only. The impulse in the
mags for a Lycoming engine takes up a bit of space, so Lycoming adds a spacer
onto the left magneto mount to accommodate the installation of an impulse coupling.
A spacer could also be added to the right side if one so desired, but
would also require longer studs for mounting the second impulse coupled magneto.
I've never seen anyone add a second impulse coupled mag onto a Lycoming, but on
both A and C series Continentals, dual impulse coupled magnetos is the way they
are typically configured. "
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459890#459890
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"Speedbrake" <speedbrake(at)sbcglobal.net>
Date:
Aug 25, 2016
A little more to chew on...
In the Maint. and Overhaul Man. for A-65 and-75, page 47:
Item 35-2 Magneto, Eiseman R.H AM-4 (without impulse)
35-4 Magneto, Eiseman L.H. AM-4 (with impulse)
This could be nothing more than calling out how the mags are depicted and not indicative
to how they should be configured.
--------
Mike Perez
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459900#459900
________________________________________________________________________________
From:
"Jack Philips" <jack(at)bedfordlandings.com>
Subject:
Re: Hard Starting Cont. Engines
Date:
Aug 25, 2016
None that I=99ve noticed.
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 shad
bell
Sent: Thursday, August 25, 2016 10:34 AM
Subject: Re: Pietenpol-List: Re: Hard Starting Cont. Engines
Jack, do you have any clearance issues running a impulse on the right
mag? Was reading up on it and saw some cautions about the shaft hitting
the forward side of the acc. Case.
Shad
Sent from Yahoo Mail for iPhone
On Thursday, August 25, 2016, 9:17 AM, AircamperN11MS
> wrote:
>
Very good,
I have seen dual impulse couplings on the A series like you guys have.
Which is plenty fine on Experimental aircraft. On certified, It may
not be legal. Depends on what the type certificate says. With the dual
impulses it helps a lot during starting.
Anyway,
The fires have been awful all over the western states. We have had our
share around here. They are doing taxiway work at our airport and the
runway has been shortened from 7201' to 3500' keeping our firefighting
aircraft off the field. Note: for me, it means that the runway is still
150' long and only 3500' wide now. Makes it tough in big crosswinds. :)
Good luck Oscar. I think the starting procedures will cure you
headache.
Enough for now,
--------
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=459879#459879
nbsp; -->
http://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronihtt
p://wiki.matroni <http://wiki.matronics.com>
-Mats.com/contribution"
target="_blank">http://www.matronics.com/contribution======
=======
________________________________________________________________________________
Date:
Aug 25, 2016
From:
shad bell <aviatorbell(at)yahoo.com>
Subject:
Re: Hard Starting Cont. Engines
blockquote, div.yahoo_quoted { margin-left: 0 !important; border-left:1px
#715FFA solid !important; padding-left:1ex !important; background-color:whi
te !important; } I saw a page from Harry Fenton on this. I looked at my en
gine and sure enough there is a "rib" in the casting on the forward side of
the accessory case that protrudes much further on the right mag than the l
eft. The nut on the end of the mag shaft that holds the gear on will touch
with my eismans impulse mag. Slick mags may have more clearance thus allowi
ng using an impulse on the right side. I believe this is only an issue on t
he A series engines.=C2-
Shad
Sent from Yahoo Mail for iPhone
On Thursday, August 25, 2016, 2:00 PM, Speedbrake wrote:
t>
A little more to chew on...
In the Maint. and Overhaul Man. for A-65 and-75, page 47:
Item 35-2 Magneto, Eiseman R.H AM-4 (without impulse)
=C2- =C2- =C2- =C2- 35-4 Magneto, Eiseman L.H. AM-4 (with impulse)
This could be nothing more than calling out how the mags are depicted and n
ot indicative to how they should be configured.
--------
Mike Perez
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459900#459900
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date:
Aug 25, 2016
So,
There are many different configurations of magnetos. If someone without a proper
magneto O/H guide puts together parts from several different cores to build
up one that works, you could have issues. I overhauled my mags last year. My
mags had the proper dataplates on them for the engine. But after disassembly,
I discovered that I had many of the wrong parts inside them. I did manage
to rebuild them in the proper configuration to match the dataplate and configuration
for my engine. One of the biggest issues was that I had the incorrect
rotors in each of the mags. They come in different lengths and mine were not
correct. Just this one item may cause a fit interference issue whether the gear
goes in too far or not enough.
So what I'm getting at is, follow the O/H manuals for the engine and accessories
for you engine. The little Stromburg carburetors have a bunch of different
configurations as well for each engine size.
My engine ran great for a very long time with the mags put together incorrectly.
It wasn't until I decided to overhaul them that I even knew they were not right.
After the overhaul I gained 300 RPM on climb out. Now I am under propped
but that is another story.
In conclusion, If you are having any issues at all with engine performance, whether
starting, idling, full power, stumbling, It's worth getting the book out
and investigating your component part numbers and proper configuration. It just
amazes me how much I learn every time I work on anything airplane related or
otherwise.
I love learning from other peoples experiences. I guess that's why I enjoy this
forum so much.
Just a note here. I am not an A&P nor do I pretend to be. I Have been a mechanic
for most of my life and design fire apparatus for a living for the second
largest Fire Department in the country. I have also been an EAA tech counselor
for more than twenty years. I helped my dad build my Piet and my daughter helped
me rebuild it back in the year 2000.
What we do here is enjoy the opportunities this great country affords us. We just
happen to like building and flying our own airplanes. Lets do it as safe
as we can.
Stuff to think about.
:D
--------
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=459907#459907
________________________________________________________________________________
From:
Louie Bakrevski <lupchob(at)hotmail.com>
Subject:
Re: Hard Starting Cont. Engines
Date:
Aug 26, 2016
Oscar
Let's clarified that -8 cases only came with Bendix lunch box mags, eisman mags,
case mags (they belong on orange ) tractors , s-200 or s-20 mags. All of this
mags ONLY have impulse coupling on left side. Right side non impulse mag. Slick
mags have a impulse on BOTH mags.
All of -8 mags and -9 mags are right turning mags. Lunch box mags do NOT have a
impulse coupling on both mags, so you are starting at around 30 degrees of BTC.
You have to swing the prop with authority wood props could swing back. Eisman
Bendix S-20 or 200 only have in pulse on left mag . Should started on left
mag only. Dash 12 cases C-75 ,C-85 C-90 could usually will have impulse coupling
on both sides. If you have impulse coupling on both sides should be started
on both mags. Now if you have push to start Bendix switch you have to make shure
it's set up wright . There is jumper , needs to be in right position. If
you need more information you have to entice me wit few MGD. ( mighty good diner).
Louie.
Ps a have a ton of small continental pars and mags.
Sent from my iPad
> On Aug 25, 2016, at 10:20 AM, taildrags wrote:
>
>
> OK, so this is from the A&P who overhauled my A75:
>
> "Continentals, if equipped with Impulse Couplers, almost always have them on
both mags. If you buy Slick magneto kit for an A series engine, the kit will
come with two impulse coupled mags. If one wanted to install their mags piecemeal,
you could mount mags with no impulse, the impulse on either the left or
right mags, or on both.
>
> Lycoming engines come with the impulse on the left mag only. The impulse in
the mags for a Lycoming engine takes up a bit of space, so Lycoming adds a spacer
onto the left magneto mount to accommodate the installation of an impulse
coupling. A spacer could also be added to the right side if one so desired, but
would also require longer studs for mounting the second impulse coupled magneto.
>
> I've never seen anyone add a second impulse coupled mag onto a Lycoming, but
on both A and C series Continentals, dual impulse coupled magnetos is the way
they are typically configured. "
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power, 72x36 Culver prop
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=459890#459890
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
From:
Ray Krause <raykrause(at)frontiernet.net>
Subject:
Re: Hard Starting Cont. Engines
Date:
Aug 25, 2016
Louie,
So how do you check the spark on Eismann A-4 mags to make sure they are running
properly? Does anyone overhaul them?
Thanks,
Ray Krause
A-65-8, Eismann mags, impulse on the left.
Sent from my iPad
> On Aug 25, 2016, at 5:53 PM, Louie Bakrevski wrote:
>
>
> Oscar
> Let's clarified that -8 cases only came with Bendix lunch box mags, eisman mags,
case mags (they belong on orange ) tractors , s-200 or s-20 mags. All of this
mags ONLY have impulse coupling on left side. Right side non impulse mag.
Slick mags have a impulse on BOTH mags.
> All of -8 mags and -9 mags are right turning mags. Lunch box mags do NOT have
a impulse coupling on both mags, so you are starting at around 30 degrees of
BTC. You have to swing the prop with authority wood props could swing back. Eisman
Bendix S-20 or 200 only have in pulse on left mag . Should started on left
mag only. Dash 12 cases C-75 ,C-85 C-90 could usually will have impulse coupling
on both sides. If you have impulse coupling on both sides should be started
on both mags. Now if you have push to start Bendix switch you have to make
shure it's set up wright . There is jumper , needs to be in right position. If
you need more information you have to entice me wit few MGD. ( mighty good diner).
Louie.
> Ps a have a ton of small continental pars and mags.
>
> Sent from my iPad
>
>> On Aug 25, 2016, at 10:20 AM, taildrags wrote:
>>
>>
>> OK, so this is from the A&P who overhauled my A75:
>>
>> "Continentals, if equipped with Impulse Couplers, almost always have them on
both mags. If you buy Slick magneto kit for an A series engine, the kit will
come with two impulse coupled mags. If one wanted to install their mags piecemeal,
you could mount mags with no impulse, the impulse on either the left or
right mags, or on both.
>>
>> Lycoming engines come with the impulse on the left mag only. The impulse in
the mags for a Lycoming engine takes up a bit of space, so Lycoming adds a spacer
onto the left magneto mount to accommodate the installation of an impulse
coupling. A spacer could also be added to the right side if one so desired,
but would also require longer studs for mounting the second impulse coupled magneto.
>>
>> I've never seen anyone add a second impulse coupled mag onto a Lycoming, but
on both A and C series Continentals, dual impulse coupled magnetos is the way
they are typically configured. "
>>
>> --------
>> Oscar Zuniga
>> Medford, OR
>> Air Camper NX41CC "Scout"
>> A75 power, 72x36 Culver prop
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=459890#459890
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 25, 2016
Louie: now you're singing my song! The engine that was originally on my airplane
was a taper-shaft A65-8 and it had a Bendix-Scintilla lunch box on the starboard
side and a Bendix S-series mag with impulse on the port side. This all
makes sense with what you suggest about starting that engine setup on the left
(impulse) side only, since hand-propping doesn't really spin the engine fast
enough where the 30* BTC spark on the non-impulse lunchbox mag would get there
in time to ignite the fully-compressed air-fuel mixture at TDC. It can, in fact,
ignite the mixture early if the prop isn't spun briskly... resulting in kick-back,
exactly as you mention.
Did I mention that as a mechanical and electrical engineer, I *love* electromechanical
machines??!! This is all good stuff...;o)
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459913#459913
________________________________________________________________________________
From:
Semih Oksay <semihoksay(at)gmail.com>
Date:
Aug 26, 2016
Subject:
Re: Hard Starting Cont. Engines
Please forgive my ignorance. Is this the "Bendix luch box"=8B?
Semih
On Fri, Aug 26, 2016 at 6:12 AM, Ray Krause
wrote:
> raykrause(at)frontiernet.net>
>
> Louie,
>
> So how do you check the spark on Eismann A-4 mags to make sure they are
> running properly? Does anyone overhaul them?
>
> Thanks,
>
> Ray Krause
> A-65-8, Eismann mags, impulse on the left.
>
> Sent from my iPad
>
> > On Aug 25, 2016, at 5:53 PM, Louie Bakrevski
> wrote:
> >
> lupchob(at)hotmail.com>
> >
> > Oscar
> > Let's clarified that -8 cases only came with Bendix lunch box mags,
> eisman mags, case mags (they belong on orange ) tractors , s-200 or s-20
> mags. All of this mags ONLY have impulse coupling on left side. Right sid
e
> non impulse mag. Slick mags have a impulse on BOTH mags.
> > All of -8 mags and -9 mags are right turning mags. Lunch box mags do NO
T
> have a impulse coupling on both mags, so you are starting at around 30
> degrees of BTC. You have to swing the prop with authority wood props coul
d
> swing back. Eisman Bendix S-20 or 200 only have in pulse on left mag .
> Should started on left mag only. Dash 12 cases C-75 ,C-85 C-90 could
> usually will have impulse coupling on both sides. If you have impulse
> coupling on both sides should be started on both mags. Now if you have pu
sh
> to start Bendix switch you have to make shure it's set up wright . There
is
> jumper , needs to be in right position. If you need more information you
> have to entice me wit few MGD. ( mighty good diner). Louie.
> > Ps a have a ton of small continental pars and mags.
> >
> > Sent from my iPad
> >
> >> On Aug 25, 2016, at 10:20 AM, taildrags wrote:
> >>
> taildrags(at)hotmail.com>
> >>
> >> OK, so this is from the A&P who overhauled my A75:
> >>
> >> "Continentals, if equipped with Impulse Couplers, almost always have
> them on both mags. If you buy Slick magneto kit for an A series engine,
> the kit will come with two impulse coupled mags. If one wanted to instal
l
> their mags piecemeal, you could mount mags with no impulse, the impulse o
n
> either the left or right mags, or on both.
> >>
> >> Lycoming engines come with the impulse on the left mag only. The
> impulse in the mags for a Lycoming engine takes up a bit of space, so
> Lycoming adds a spacer onto the left magneto mount to accommodate the
> installation of an impulse coupling. A spacer could also be added to the
> right side if one so desired, but would also require longer studs for
> mounting the second impulse coupled magneto.
> >>
> >> I've never seen anyone add a second impulse coupled mag onto a
> Lycoming, but on both A and C series Continentals, dual impulse coupled
> magnetos is the way they are typically configured. "
> >>
> >> --------
> >> Oscar Zuniga
> >> Medford, OR
> >> Air Camper NX41CC "Scout"
> >> A75 power, 72x36 Culver prop
> >>
> >>
> >>
> >>
> >> Read this topic online here:
> >>
> >> http://forums.matronics.com/viewtopic.php?p=459890#459890
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
>
>
===========
===========
===========
===========
===========
>
>
--
Semih Oksay
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"oldbird" <semihoksay(at)gmail.com>
Date:
Aug 26, 2016
Please forgive my ignorance. Is this the "Bendix lunch box"?
Semih
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459914#459914
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"oldbird" <semihoksay(at)gmail.com>
Date:
Aug 26, 2016
Please forgive my ignorance. Is this the "Bendix luch box"?
I was trying to attach photo but I couldn't. It is larger, ignition wires coming
from the top, z-wire from the back. Heavier.
Semih
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459915#459915
________________________________________________________________________________
blockquote, div.yahoo_quoted { margin-left: 0 !important; border-left:1px
#715FFA solid !important; padding-left:1ex !important; background-color:whi
te !important; } I just sent my eismans to aircraft systems Inc in Rockford
IL. Overhaul is $300 per mag plus parts. Mine needed a rotor so I had to f
ind another mag for parts. Most parts are still available but the rotor was
not. I'm looking at about $1500 for my overhaul cost for the 2 mags. They
have been sitting for 40 plus years before I got them and were on rough sha
pe. Hope to get them back next week.=C2-
Shad
Sent from Yahoo Mail for iPhone
On Thursday, August 25, 2016, 11:18 PM, Ray Krause wrote:
>
Louie,
So how do you check the spark on Eismann A-4 mags to make sure they are run
ning properly? Does anyone overhaul them?
Thanks,
Ray Krause
A-65-8, Eismann mags, impulse on the left.
Sent from my iPad
> On Aug 25, 2016, at 5:53 PM, Louie Bakrevski wrote:
>
m>
>
> Oscar
> Let's clarified that -8 cases only came with Bendix lunch box mags, eisma
n mags, case mags (they belong on orange ) tractors , s-200 or s-20 mags. A
ll of this mags ONLY have impulse coupling on left side. Right side non imp
ulse mag.=C2- Slick mags have a impulse on BOTH mags.
> All of -8 mags and -9 mags are right turning mags. Lunch box mags do NOT
have a impulse coupling on both mags, so you are starting at around 30 degr
ees of BTC. You have to swing the prop with authority wood props could swin
g back. Eisman Bendix S-20 or 200 only have in pulse on left mag . Should s
tarted on left mag only.=C2- Dash 12 cases C-75 ,C-85 C-90 could usually
will have impulse coupling on both sides. If you have impulse coupling on b
oth sides should be started on both mags. Now if you have push to start Ben
dix switch you have to make shure it's set up wright . There is jumper , ne
eds to be in right position. If you need more information you have to entic
e me wit few MGD. ( mighty good diner). Louie.
> Ps a have a ton of small continental pars and mags.
>
> Sent from my iPad
>
>> On Aug 25, 2016, at 10:20 AM, taildrags wrote:
>>
>
>>
>> OK, so this is from the A&P who overhauled my A75:
>>
>> "Continentals, if equipped with Impulse Couplers, almost always have the
m on both mags.=C2- If you buy Slick magneto kit for an A series engine,
the kit will come with two impulse coupled mags.=C2- If one wanted to ins
tall their mags piecemeal, you could mount mags with no impulse, the impuls
e on either the left or right mags, or on both.=C2-
>>
>> Lycoming engines come with the impulse on the left mag only.=C2- The i
mpulse in the mags for a Lycoming engine takes up a bit of space, so Lycomi
ng adds a spacer onto the left magneto mount to accommodate the installatio
n of an impulse coupling.=C2- A spacer could also be added to the right s
ide if one so desired, but would also require longer studs for mounting the
second impulse coupled magneto.=C2-
>>
>> I've never seen anyone add a second impulse coupled mag onto a Lycoming,
but on both A and C series Continentals, dual impulse coupled magnetos is
the way they are typically configured. "
>>
>> --------
>> Oscar Zuniga
>> Medford, OR
>> Air Camper NX41CC "Scout"
>> A75 power, 72x36 Culver prop
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=459890#459890
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
Subject:
Corvair College #39 Rescheduled for March 10-12, 2017
From:
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date:
Aug 26, 2016
This posting just went out from William Wynne and I just want to put it in this
forum in order to get the word out -
Builders:
We unfortunately have to postpone College #39 at Barnwell SC which was scheduled
for November. We have previously had 7 outstanding Colleges at Barnwell, and
P.F. Beck and crew have set the gold standard for hosting Colleges. However,
Barnwell is a county airport, and it's operation is overseen by a local board.
January 1, 2017 sees the arrival of a revised board which again welcomes our
event. We looked at many dates, eliminating all the January and February dates
because of the prevailing temperature We have selected March 10-12th, 2017 as
the revised date for Corvair College #39. All other things about the event, the
location, quality, facility and traditional welcome, will all remain the same.
The choice to reschedule did not come lightly. All of us understand the level of
prep work that builders have put in, and the time off from work and travel plans,
etc. If there was some way to avoid this, or any other area location that
could provide the same quality experience, we would have gladly taken that option
over a postponement. After looking at all possible options, postponing the
College was the only viable choice.
I have spent many hours in discussion with Dan Weseman to provide options for builders
who's projects would be delayed by the postponement, or people who can
not adjust their scheduled travel. We are very serious about trying to accommodate
every individual who doesn't have the option of attending the rescheduled
event. While Barnwell has been and will remain the "flagship" Corvair College,
and most people will opt to simply transfer their registration to the new date,
Dan and I have spoken about running a Finishing School at the SPA/Panther
facility in Green Cove Springs FL on the same date that CC#39 was originally
scheduled for. We are 250 miles south of Barnwell, and this event would not be
a full scale regular college, but it will be an option for builders put in a
bind by the rescheduled date.
After looking at your personal calendar, I need everyone who is signed up for CC#39
to choose one of the following options this week:
1) Select to attend Corvair College #39 at Barnwell on the rescheduled date in
March 2017. Your registration costs will be directly applied, and you will be
signed up for the new date, there will be no additional costs.
2) Select a refund for your registration costs. This will be sent back to you in
full. Although we don't control the factor causing the postponement, I am more
than willing to refund any builders sign up cost, it is just part of treating
people as fairly as possible. Keep in mind that we have about 70 people already
signed up for #39, and the physical limit of Barnwell is 90 builders. If
you opt for a refund, I will gladly provide it, but I am going to announce the
revised dates on my website shortly, and if we refund your sign up fee and later
fill the college to capacity of 90, I will not be able to fit anyone else
in at the revised dates.
I understand this is short notice, but I really need everyone signed up for #39
to respond to with their choice to shelleytumino(at)gmail.com, by September 3rd.
If you think that your choice hinges on the ability to attend the Florida Finishing
School on the original date, please contact Dan, Rachel and I at this address:
flywithspa.com/contact-us/ We will give you a quick answer on space available
and if the phase of your engine build is better served by a full College
or a Finishing School. Keep in mind that you can select to stay signed up for
college #39 at the revised date, and potentially still attend the Finishing
School.
Again, my humble apologies for the problems this change in schedule will cause.
While I can not change the situation, I am very willing to try to accommodate
builders needs. Thanks in advance for your understanding on this. We don't control
everything in life, but we do control how we react to it, and I am most
appreciative of everyone's positive attitude about this situation.
Thank you.
William Wynne
flycorvair.com/ - flycorvair.net/
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459919#459919
________________________________________________________________________________
From:
"Jack Philips" <jack(at)bedfordlandings.com>
Subject:
Re: Hard Starting Cont. Engines
Date:
Aug 26, 2016
Why didn=99t you just buy new Slicks and save yourself about 8
lbs? I had Eismanns on my Cub years ago. They are VERY heavy
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 shad
bell
Sent: Friday, August 26, 2016 7:39 AM
Subject: Re: Pietenpol-List: Re: Hard Starting Cont. Engines
I just sent my eismans to aircraft systems Inc in Rockford IL. Overhaul
is $300 per mag plus parts. Mine needed a rotor so I had to find another
mag for parts. Most parts are still available but the rotor was not. I'm
looking at about $1500 for my overhaul cost for the 2 mags. They have
been sitting for 40 plus years before I got them and were on rough
shape. Hope to get them back next week.
Shad
Sent from Yahoo Mail for iPhone
On Thursday, August 25, 2016, 11:18 PM, Ray Krause
> wrote:
>
Louie,
So how do you check the spark on Eismann A-4 mags to make sure they are
running properly? Does anyone overhaul them?
Thanks,
Ray Krause
A-65-8, Eismann mags, impulse on the left.
Sent from my iPad
> On Aug 25, 2016, at 5:53 PM, Louie Bakrevski > wrote:
>
>
>
> Oscar
> Let's clarified that -8 cases only came with Bendix lunch box mags,
eisman mags, case mags (they belong on orange ) tractors , s-200 or s-20
mags. All of this mags ONLY have impulse coupling on left side. Right
side non impulse mag. Slick mags have a impulse on BOTH mags.
> All of -8 mags and -9 mags are right turning mags. Lunch box mags do
NOT have a impulse coupling on both mags, so you are starting at around
30 degrees of BTC. You have to swing the prop with authority wood props
could swing back. Eisman Bendix S-20 or 200 only have in pulse on left
mag . Should started on left mag only. Dash 12 cases C-75 ,C-85 C-90
could usually will have impulse coupling on both sides. If you have
impulse coupling on both sides should be started on both mags. Now if
you have push to start Bendix switch you have to make shure it's set up
wright . There is jumper , needs to be in right position. If you need
more information you have to entice me wit few MGD. ( mighty good
diner). Louie.
> Ps a have a ton of small continental pars and mags.
>
> Sent from my iPad
>
>> On Aug 25, 2016, at 10:20 AM, taildrags > wrote:
>>
>
>>
>> OK, so this is from the A&P who overhauled my A75:
>>
>> "Continentals, if equipped with Impulse Couplers, almost always have
them on both mags. If you buy Slick magneto kit for an A series engine,
the kit will come with two impulse coupled mags. If one wanted to
install their mags piecemeal, you could mount mags with no impulse, the
impulse on either the left or right mags, or on both.
>>
>> Lycoming engines come with the impulse on the left mag only. The
impulse in the mags for a Lycoming engine takes up a bit of space, so
Lycoming adds a spacer onto the left magneto mount to accommodate the
installation of an impulse coupling. A spacer could also be added to
the right side if one so desired, but would also require longer studs
for mounting the second impulse coupled magneto.
>>
>> I've never seen anyone add a second impulse coupled mag onto a
Lycoming, but on both A and C series Continentals, dual impulse coupled
magnetos is the way they are typically configured. "
>>
>> --------
>> Oscar Zuniga
>> Medford, OR
>> Air Camper NX41CC "Scout"
>> A75 power, 72x36 Culver prop
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=459890#459890
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
&gcs.com/Navigator?Pietenpol-List"
target="_blank">http://www.matronics.comp;
&nhttp://======================
== <http://www.matronics.com/contribution>
________________________________________________________________________________
Date:
Aug 26, 2016
From:
shad bell <aviatorbell(at)yahoo.com>
Subject:
Re: Hard Starting Cont. Engines
blockquote, div.yahoo_quoted { margin-left: 0 !important; border-left:1px
#715FFA solid !important; padding-left:1ex !important; background-color:whi
te !important; } I'd have to cut out my cowling for the shielded plugs to
fit and repaint it. ""(Blisters) Just want to fly this little bugger before
the snow comes back. I do have an old slick 4003 or 4001 forget which, fac
tory rebuild from slick back in early 80's still in original box but it's s
et up with impulse and has the mag drive gear on it for the a65. It just ne
eds the harness. I may see if I can find a cap and harness on eBay and get
the slick install kit from aircraft spruce and use it as a backup mag on th
e bottom. Won't have any clearance issue on the bottom plugs.=C2-
Besides I have to keep as much weight on the front of this thing after swap
ping out the metal prop for a wooden one.=C2-
Shad
Sent from Yahoo Mail for iPhone
On Friday, August 26, 2016, 8:46 AM, Jack Philips wrote:
Why didn=99t you just buy new Slicks and save yourself about 8 lbs?
=C2- I had Eismanns on my Cub years ago.=C2- They are VERY heavy
=C2-
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
=C2-
From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-lis
t-server(at)matronics.com] On Behalf Of shad bell
Sent: Friday, August 26, 2016 7:39 AM
Subject: Re: Pietenpol-List: Re: Hard Starting Cont. Engines
=C2-
I just sent my eismans to aircraft systems Inc in Rockford IL. Overhaul is
$300 per mag plus parts. Mine needed a rotor so I had to find another mag f
or parts. Most parts are still available but the rotor was not. I'm looking
at about $1500 for my overhaul cost for the 2 mags. They have been sitting
for 40 plus years before I got them and were on rough shape. Hope to get t
hem back next week.=C2-
=C2-
Shad
Sent from Yahoo Mail for iPhone
On Thursday, August 25, 2016, 11:18 PM, Ray Krause wrote:
>
Louie,
So how do you check the spark on Eismann A-4 mags to make sure they are run
ning properly? Does anyone overhaul them?
Thanks,
Ray Krause
A-65-8, Eismann mags, impulse on the left.
Sent from my iPad
> On Aug 25, 2016, at 5:53 PM, Louie Bakrevski wrote:
>
m>
>
> Oscar
> Let's clarified that -8 cases only came with Bendix lunch box mags, eisma
n mags, case mags (they belong on orange ) tractors , s-200 or s-20 mags. A
ll of this mags ONLY have impulse coupling on left side. Right side non imp
ulse mag.=C2- Slick mags have a impulse on BOTH mags.
> All of -8 mags and -9 mags are right turning mags. Lunch box mags do NOT
have a impulse coupling on both mags, so you are starting at around 30 degr
ees of BTC. You have to swing the prop with authority wood props could swin
g back. Eisman Bendix S-20 or 200 only have in pulse on left mag . Should s
tarted on left mag only.=C2- Dash 12 cases C-75 ,C-85 C-90 could usually
will have impulse coupling on both sides. If you have impulse coupling on b
oth sides should be started on both mags. Now if you have push to start Ben
dix switch you have to make shure it's set up wright . There is jumper , ne
eds to be in right position. If you need more information you have to entic
e me wit few MGD. ( mighty good diner). Louie.
> Ps a have a ton of small continental pars and mags.
>
> Sent from my iPad
>
>> On Aug 25, 2016, at 10:20 AM, taildrags wrote:
>>
>
>>
>> OK, so this is from the A&P who overhauled my A75:
>>
>> "Continentals, if equipped with Impulse Couplers, almost always have the
m on both mags.=C2- If you buy Slick magneto kit for an A series engine,
the kit will come with two impulse coupled mags.=C2- If one wanted to ins
tall their mags piecemeal, you could mount mags with no impulse, the impuls
e on either the left or right mags, or on both.=C2-
>>
>> Lycoming engines come with the impulse on the left mag only.=C2- The i
mpulse in the mags for a Lycoming engine takes up a bit of space, so Lycomi
ng adds a spacer onto the left magneto mount to accommodate the installatio
n of an impulse coupling.=C2- A spacer could also be added to the right s
ide if one so desired, but would also require longer studs for mounting the
second impulse coupled magneto.=C2-
>>
>> I've never seen anyone add a second impulse coupled mag onto a Lycoming,
but on both A and C series Continentals, dual impulse coupled magnetos is
the way they are typically configured. "
>>
>> --------
>> Oscar Zuniga
>> Medford, OR
>> Air Camper NX41CC "Scout"
>> A75 power, 72x36 Culver prop
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=459890#459890
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
&gcs.com/Navigator?Pietenpol-List" target="_blank">http://www.matronics.c
omp; =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2-
&nhttp://======================
=
=C2-
________________________________________________________________________________
Date:
Aug 26, 2016
From:
Michael Perez <speedbrake(at)sbcglobal.net>
Subject:
AM-4 Overhaul
=C2-(Posting again without pictures because of rejected post...)
=C2-Rather than go further off topic on the Hot Engine Start thread, I th
ought I'd start anew.
Ray, overhauling the AM-4 is not difficult if you have the AM-4 overhaul ma
nual AND the A65 overhaul manual. (Both available on-line in PDF form I bel
ieve.) The AM-4 manual will get you through the overhaul and the A65 manual
will assist with installation of the mag, timing, etc.
I overhauled mine with no difficulty at all.
________________________________________________________________________________
From:
Ray Krause <raykrause(at)frontiernet.net>
Subject:
Re: Hard Starting Cont. Engines
Date:
Aug 26, 2016
My AM-4's came off my Aeronca and they were supposedly overhauled just befor
e I purchased the Aeronca. The AM-4 s worked fine on the Aeronca, but too m
uch static to use a hand-held radio. I put new Slicks on the Aeronca. Now
I can't get the mags to fire on the Piet. Most likely it's a hurl problem,
but I wanted to check the spark strength. How can I do that?
I do have the manuals for both the engine and the mags.
Any help? Thanks,
Ray Krause
Sent from my iPad
> On Aug 26, 2016, at 5:46 AM, Jack Philips wrote
:
>
> Why didn=99t you just buy new Slicks and save yourself about 8 lbs?
I had Eismanns on my Cub years ago. They are VERY heavy
>
> 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 shad bell
> Sent: Friday, August 26, 2016 7:39 AM
> To: pietenpol-list(at)matronics.com
> Subject: Re: Pietenpol-List: Re: Hard Starting Cont. Engines
>
> I just sent my eismans to aircraft systems Inc in Rockford IL. Overhaul is
$300 per mag plus parts. Mine needed a rotor so I had to find another mag f
or parts. Most parts are still available but the rotor was not. I'm looking a
t about $1500 for my overhaul cost for the 2 mags. They have been sitting fo
r 40 plus years before I got them and were on rough shape. Hope to get them b
ack next week.
>
> Shad
>
>
> Sent from Yahoo Mail for iPhone
>
> On Thursday, August 25, 2016, 11:18 PM, Ray Krause <raykrause@frontiernet.
net> wrote:
>
t>
>
> Louie,
>
> So how do you check the spark on Eismann A-4 mags to make sure they are ru
nning properly? Does anyone overhaul them?
>
> Thanks,
>
> Ray Krause
> A-65-8, Eismann mags, impulse on the left.
>
> Sent from my iPad
>
> > On Aug 25, 2016, at 5:53 PM, Louie Bakrevski wrote
:
> >
om>
> >
> > Oscar
> > Let's clarified that -8 cases only came with Bendix lunch box mags, eism
an mags, case mags (they belong on orange ) tractors , s-200 or s-20 mags. A
ll of this mags ONLY have impulse coupling on left side. Right side non impu
lse mag. Slick mags have a impulse on BOTH mags.
> > All of -8 mags and -9 mags are right turning mags. Lunch box mags do NOT
have a impulse coupling on both mags, so you are starting at around 30 degr
ees of BTC. You have to swing the prop with authority wood props could swing
back. Eisman Bendix S-20 or 200 only have in pulse on left mag . Should sta
rted on left mag only. Dash 12 cases C-75 ,C-85 C-90 could usually will hav
e impulse coupling on both sides. If you have impulse coupling on both sides
should be started on both mags. Now if you have push to start Bendix switch
you have to make shure it's set up wright . There is jumper , needs to be i
n right position. If you need more information you have to entice me wit few
MGD. ( mighty good diner). Louie.
> > Ps a have a ton of small continental pars and mags.
> >
> > Sent from my iPad
> >
> >> On Aug 25, 2016, at 10:20 AM, taildrags wrote:
> >>
m>
> >>
> >> OK, so this is from the A&P who overhauled my A75:
> >>
> >> "Continentals, if equipped with Impulse Couplers, almost always have th
em on both mags. If you buy Slick magneto kit for an A series engine, the k
it will come with two impulse coupled mags. If one wanted to install their m
ags piecemeal, you could mount mags with no impulse, the impulse on either t
he left or right mags, or on both.
> >>
> >> Lycoming engines come with the impulse on the left mag only. The impul
se in the mags for a Lycoming engine takes up a bit of space, so Lycoming ad
ds a spacer onto the left magneto mount to accommodate the installation of a
n impulse coupling. A spacer could also be added to the right side if one s
o desired, but would also require longer studs for mounting the second impul
se coupled magneto.
> >>
> >> I've never seen anyone add a second impulse coupled mag onto a Lycoming
, but on both A and C series Continentals, dual impulse coupled magnetos is t
he way they are typically configured. "
> >>
> >> --------
> >> Oscar Zuniga
> >> Medford, OR
> >> Air Camper NX41CC "Scout"
> >> A75 power, 72x36 Culver prop
> >>
> >>
> >>
> >>
> >> Read this topic online here:
> >>
> >> http://forums.matronics.com/viewtopic.php?p=459890#459890
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> &gcs.com/Navigator?Pietenpol-List" target="_blank">http://www.matronics.
comp; &nhttp://==============
=========
>
>
>
>
>
________________________________________________________________________________
Date:
Aug 26, 2016
From:
shad bell <aviatorbell(at)yahoo.com>
Subject:
Re: Hard Starting Cont. Engines
blockquote, div.yahoo_quoted { margin-left: 0 !important; border-left:1px
#715FFA solid !important; padding-left:1ex !important; background-color:whi
te !important; } If it has an impulse you can turn the prop thru and pull
a plug out and see if it sparks like we did as kids with dirt bike snowmob
iles lawnmower etc. just make sure the either all plugs are removed or plug
s are disconnected. Not sure how well this will indicate the condition of t
he mag though.=C2-
Sent from Yahoo Mail for iPhone
On Friday, August 26, 2016, 11:19 AM, Ray Krause wrote:
My AM-4's came off my Aeronca and they were supposedly overhauled just befo
re I purchased the Aeronca. =C2-The AM-4 s worked fine on the Aeronca, bu
t too much static to use a hand-held radio. =C2- I put new Slicks on the
Aeronca. =C2-Now I can't get the mags to fire on the Piet. =C2-Most lik
ely it's a hurl problem, but I wanted to check the spark strength. =C2-Ho
w can I do that?
I do have the manuals for both the engine and the mags.=C2-
Any help? =C2-Thanks,
Ray Krause
Sent from my iPad
On Aug 26, 2016, at 5:46 AM, Jack Philips wrote:
-- _filtered {panose-1:2 4 5 3 5 4 6 3 2 4;} _filtered {font-family:Calibri
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Why didn=99t you just buy new Slicks and save yourself about 8 lbs?
=C2- I had Eismanns on my Cub years ago.=C2- They are VERY heavy
=C2-
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
=C2-
From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-lis
t-server(at)matronics.com] On Behalf Of shad bell
Sent: Friday, August 26, 2016 7:39 AM
Subject: Re: Pietenpol-List: Re: Hard Starting Cont. Engines
=C2-
I just sent my eismans to aircraft systems Inc in Rockford IL. Overhaul is
$300 per mag plus parts. Mine needed a rotor so I had to find another mag f
or parts. Most parts are still available but the rotor was not. I'm looking
at about $1500 for my overhaul cost for the 2 mags. They have been sitting
for 40 plus years before I got them and were on rough shape. Hope to get t
hem back next week.=C2-
=C2-
Shad
Sent from Yahoo Mail for iPhone
On Thursday, August 25, 2016, 11:18 PM, Ray Krause wrote:
>
Louie,
So how do you check the spark on Eismann A-4 mags to make sure they are run
ning properly? Does anyone overhaul them?
Thanks,
Ray Krause
A-65-8, Eismann mags, impulse on the left.
Sent from my iPad
> On Aug 25, 2016, at 5:53 PM, Louie Bakrevski wrote:
>
m>
>
> Oscar
> Let's clarified that -8 cases only came with Bendix lunch box mags, eisma
n mags, case mags (they belong on orange ) tractors , s-200 or s-20 mags. A
ll of this mags ONLY have impulse coupling on left side. Right side non imp
ulse mag.=C2- Slick mags have a impulse on BOTH mags.
> All of -8 mags and -9 mags are right turning mags. Lunch box mags do NOT
have a impulse coupling on both mags, so you are starting at around 30 degr
ees of BTC. You have to swing the prop with authority wood props could swin
g back. Eisman Bendix S-20 or 200 only have in pulse on left mag . Should s
tarted on left mag only.=C2- Dash 12 cases C-75 ,C-85 C-90 could usually
will have impulse coupling on both sides. If you have impulse coupling on b
oth sides should be started on both mags. Now if you have push to start Ben
dix switch you have to make shure it's set up wright . There is jumper , ne
eds to be in right position. If you need more information you have to entic
e me wit few MGD. ( mighty good diner). Louie.
> Ps a have a ton of small continental pars and mags.
>
> Sent from my iPad
>
>> On Aug 25, 2016, at 10:20 AM, taildrags wrote:
>>
>
>>
>> OK, so this is from the A&P who overhauled my A75:
>>
>> "Continentals, if equipped with Impulse Couplers, almost always have the
m on both mags.=C2- If you buy Slick magneto kit for an A series engine,
the kit will come with two impulse coupled mags.=C2- If one wanted to ins
tall their mags piecemeal, you could mount mags with no impulse, the impuls
e on either the left or right mags, or on both.=C2-
>>
>> Lycoming engines come with the impulse on the left mag only.=C2- The i
mpulse in the mags for a Lycoming engine takes up a bit of space, so Lycomi
ng adds a spacer onto the left magneto mount to accommodate the installatio
n of an impulse coupling.=C2- A spacer could also be added to the right s
ide if one so desired, but would also require longer studs for mounting the
second impulse coupled magneto.=C2-
>>
>> I've never seen anyone add a second impulse coupled mag onto a Lycoming,
but on both A and C series Continentals, dual impulse coupled magnetos is
the way they are typically configured. "
>>
>> --------
>> Oscar Zuniga
>> Medford, OR
>> Air Camper NX41CC "Scout"
>> A75 power, 72x36 Culver prop
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=459890#459890
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
&gcs.com/Navigator?Pietenpol-List" target="_blank">http://www.matronics.c
omp; =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2-
&nhttp://======================
=
=C2-
________________________________________________________________________________
Date:
Aug 26, 2016
From:
<r.r.hall(at)cox.net>
Subject:
Re: Hard Starting Cont. Engines
You might want to be wary of using a 30+ year old mag without overhauling it. If
nothing else the bearing grease has probably completely hardened and there could
be other problems with the plastic parts depending on how it was stored (heat,
ozone, humidity).
Rodney Hall
________________________________________________________________________________
Date:
Aug 26, 2016
From:
shad bell <aviatorbell(at)yahoo.com>
Subject:
Re: Hard Starting Cont. Engines
blockquote, div.yahoo_quoted { margin-left: 0 !important; border-left:1px
#715FFA solid !important; padding-left:1ex !important; background-color:whi
te !important; } Yes definitely overhaul them. Mine ran fine on the ground
but acted up in flight. I should've sent them in for overhaul Before my te
st flight. I guess I was lucky and won't trust old mags that haven't been r
ebuilt. Mine sat for at least 30-40 years. Before I flew them.=C2-
Sent from Yahoo Mail for iPhone
On Friday, August 26, 2016, 12:10 PM, r.r.hall(at)cox.net w
rote:
You might want to be wary of using a 30+ year old mag without overhauling i
t. If nothing else the bearing grease has probably completely hardened and
there could be other problems with the plastic parts depending on how it wa
s stored (heat, ozone, humidity).
Rodney Hall
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
From:
Louie Bakrevski <lupchob(at)hotmail.com>
Subject:
Re: Hard Starting Cont. Engines
Date:
Aug 26, 2016
Ray
My two cents worth. Most small mags like AM-4, slicks and Bendix S-20 And-
200. Need blast tubes. Eisemann AM-4 are small mags and do not get rid of h
eat easily. Heat damages coils and that makes them hard to start. I strongl
y suggest when using Small magnetos to use blast tubes. If you see any newe
r production engines you will see b last tubes. Old engine that used Bendix
SF4R-8 do not have blast tubes. Those big Lunch box mags because of their
size and internal fan got rid of heat fairly effective. I have argued the n
eed for blast tube with Slick representative few times and they no the prob
lem. I usually put suspected mag on my mag tester and heated it up. see if
spark gets week. Louie
PS when in doubt change coil. Hard starting when hot is usually a bad coil.
Also holding your mouth just right helps.
________________________________
From: owner-pietenpol-list-server(at)matronics.com <owner-pietenpol-list-serve
r(at)matronics.com> on behalf of Ray Krause
Sent: Friday, August 26, 2016 10:19 AM
Subject: Re: Pietenpol-List: Re: Hard Starting Cont. Engines
My AM-4's came off my Aeronca and they were supposedly overhauled just befo
re I purchased the Aeronca. The AM-4 s worked fine on the Aeronca, but too
much static to use a hand-held radio. I put new Slicks on the Aeronca.
Now I can't get the mags to fire on the Piet. Most likely it's a hurl prob
lem, but I wanted to check the spark strength. How can I do that?
I do have the manuals for both the engine and the mags.
Any help? Thanks,
Ray Krause
Sent from my iPad
On Aug 26, 2016, at 5:46 AM, Jack Philips > wrote:
Why didn=92t you just buy new Slicks and save yourself about 8 lbs? I had
Eismanns on my Cub years ago. They are VERY heavy
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
From: owner-pietenpol-list-server(at)matronics.com<mailto:owner-pietenpol-list
-server(at)matronics.com> [mailto:owner-pietenpol-list-server(at)matronics.com] O
n Behalf Of shad bell
Sent: Friday, August 26, 2016 7:39 AM
Subject: Re: Pietenpol-List: Re: Hard Starting Cont. Engines
I just sent my eismans to aircraft systems Inc in Rockford IL. Overhaul is
$300 per mag plus parts. Mine needed a rotor so I had to find another mag f
or parts. Most parts are still available but the rotor was not. I'm looking
at about $1500 for my overhaul cost for the 2 mags. They have been sitting
for 40 plus years before I got them and were on rough shape. Hope to get t
hem back next week.
Shad
Sent from Yahoo Mail for iPhone
On Thursday, August 25, 2016, 11:18 PM, Ray Krause > wrote:
>
Louie,
So how do you check the spark on Eismann A-4 mags to make sure they are run
ning properly? Does anyone overhaul them?
Thanks,
Ray Krause
A-65-8, Eismann mags, impulse on the left.
Sent from my iPad
> On Aug 25, 2016, at 5:53 PM, Louie Bakrevski wrote:
>
m>
>
> Oscar
> Let's clarified that -8 cases only came with Bendix lunch box mags, eisma
n mags, case mags (they belong on orange ) tractors , s-200 or s-20 mags. A
ll of this mags ONLY have impulse coupling on left side. Right side non imp
ulse mag. Slick mags have a impulse on BOTH mags.
> All of -8 mags and -9 mags are right turning mags. Lunch box mags do NOT
have a impulse coupling on both mags, so you are starting at around 30 degr
ees of BTC. You have to swing the prop with authority wood props could swin
g back. Eisman Bendix S-20 or 200 only have in pulse on left mag . Should s
tarted on left mag only. Dash 12 cases C-75 ,C-85 C-90 could usually will
have impulse coupling on both sides. If you have impulse coupling on both s
ides should be started on both mags. Now if you have push to start Bendix s
witch you have to make shure it's set up wright . There is jumper , needs t
o be in right position. If you need more information you have to entice me
wit few MGD. ( mighty good diner). Louie.
> Ps a have a ton of small continental pars and mags.
>
> Sent from my iPad
>
>> On Aug 25, 2016, at 10:20 AM, taildrags wrote:
>>
>
>>
>> OK, so this is from the A&P who overhauled my A75:
>>
>> "Continentals, if equipped with Impulse Couplers, almost always have the
m on both mags. If you buy Slick magneto kit for an A series engine, the k
it will come with two impulse coupled mags. If one wanted to install their
mags piecemeal, you could mount mags with no impulse, the impulse on eithe
r the left or right mags, or on both.
>>
>> Lycoming engines come with the impulse on the left mag only. The impuls
e in the mags for a Lycoming engine takes up a bit of space, so Lycoming ad
ds a spacer onto the left magneto mount to accommodate the installation of
an impulse coupling. A spacer could also be added to the right side if one
so desired, but would also require longer studs for mounting the second im
pulse coupled magneto.
>>
>> I've never seen anyone add a second impulse coupled mag onto a Lycoming,
but on both A and C series Continentals, dual impulse coupled magnetos is
the way they are typically configured. "
>>
>> --------
>> Oscar Zuniga
>> Medford, OR
>> Air Camper NX41CC "Scout"
>> A75 power, 72x36 Culver prop
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=459890#459890
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
&gcs.com/Navigator?Pietenpol-List<http://gcs.com/Navigator?Pietenpol-List>"
target="_blank">http://www.matronics.comp; &nhttp://
=======================
<http://www.matronics.com/contribution>
________________________________________________________________________________
From:
Louie Bakrevski <lupchob(at)hotmail.com>
Subject:
Re: Hard Starting Cont. Engines
Date:
Aug 26, 2016
I have been using Eisemann trouble free for many years. Last year a broke i
mpulse spring. But that can happen with any mag. I think Slick kit with plu
gs and wires are around 3500.00 plus. That byes a lot of fuel. But a have a
about 10 or 20+ Eisamann mags. Forgot to say that I'm AP IA. With 3 hanger
s full junk ,I meant treasures. Only one AD on AM-4 coils
and no ad on lunch box SF4 mags. But I'm old school Louie
________________________________
From: owner-pietenpol-list-server(at)matronics.com <owner-pietenpol-list-serve
r(at)matronics.com> on behalf of Jack Philips
Sent: Friday, August 26, 2016 7:46 AM
Subject: RE: Pietenpol-List: Re: Hard Starting Cont. Engines
Why didn=92t you just buy new Slicks and save yourself about 8 lbs? I had
Eismanns on my Cub years ago. They are VERY heavy
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-lis
t-server(at)matronics.com] On Behalf Of shad bell
Sent: Friday, August 26, 2016 7:39 AM
Subject: Re: Pietenpol-List: Re: Hard Starting Cont. Engines
I just sent my eismans to aircraft systems Inc in Rockford IL. Overhaul is
$300 per mag plus parts. Mine needed a rotor so I had to find another mag f
or parts. Most parts are still available but the rotor was not. I'm looking
at about $1500 for my overhaul cost for the 2 mags. They have been sitting
for 40 plus years before I got them and were on rough shape. Hope to get t
hem back next week.
Shad
Sent from Yahoo Mail for iPhone
On Thursday, August 25, 2016, 11:18 PM, Ray Krause > wrote:
>
Louie,
So how do you check the spark on Eismann A-4 mags to make sure they are run
ning properly? Does anyone overhaul them?
Thanks,
Ray Krause
A-65-8, Eismann mags, impulse on the left.
Sent from my iPad
> On Aug 25, 2016, at 5:53 PM, Louie Bakrevski wrote:
>
m>
>
> Oscar
> Let's clarified that -8 cases only came with Bendix lunch box mags, eisma
n mags, case mags (they belong on orange ) tractors , s-200 or s-20 mags. A
ll of this mags ONLY have impulse coupling on left side. Right side non imp
ulse mag. Slick mags have a impulse on BOTH mags.
> All of -8 mags and -9 mags are right turning mags. Lunch box mags do NOT
have a impulse coupling on both mags, so you are starting at around 30 degr
ees of BTC. You have to swing the prop with authority wood props could swin
g back. Eisman Bendix S-20 or 200 only have in pulse on left mag . Should s
tarted on left mag only. Dash 12 cases C-75 ,C-85 C-90 could usually will
have impulse coupling on both sides. If you have impulse coupling on both s
ides should be started on both mags. Now if you have push to start Bendix s
witch you have to make shure it's set up wright . There is jumper , needs t
o be in right position. If you need more information you have to entice me
wit few MGD. ( mighty good diner). Louie.
> Ps a have a ton of small continental pars and mags.
>
> Sent from my iPad
>
>> On Aug 25, 2016, at 10:20 AM, taildrags wrote:
>>
>
>>
>> OK, so this is from the A&P who overhauled my A75:
>>
>> "Continentals, if equipped with Impulse Couplers, almost always have the
m on both mags. If you buy Slick magneto kit for an A series engine, the k
it will come with two impulse coupled mags. If one wanted to install their
mags piecemeal, you could mount mags with no impulse, the impulse on eithe
r the left or right mags, or on both.
>>
>> Lycoming engines come with the impulse on the left mag only. The impuls
e in the mags for a Lycoming engine takes up a bit of space, so Lycoming ad
ds a spacer onto the left magneto mount to accommodate the installation of
an impulse coupling. A spacer could also be added to the right side if one
so desired, but would also require longer studs for mounting the second im
pulse coupled magneto.
>>
>> I've never seen anyone add a second impulse coupled mag onto a Lycoming,
but on both A and C series Continentals, dual impulse coupled magnetos is
the way they are typically configured. "
>>
>> --------
>> Oscar Zuniga
>> Medford, OR
>> Air Camper NX41CC "Scout"
>> A75 power, 72x36 Culver prop
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=459890#459890
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
&gcs.com/Navigator?Pietenpol-List" target="_blank">http://www.matronics.c
omp; &nhttp://=============
<http://www.matronics.com/contribution>
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 26, 2016
Semih: yes, you have described the Bendix "lunchbox" mag. If you go on eBay and
look for item #131920162785, that is typical of them.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459935#459935
________________________________________________________________________________
Subject:
Re: AM-4 Overhaul
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Aug 26, 2016
Good move, starting this as its own thread. Here's what my A&P said about the
AM-4 mags, which agrees with what speedbrake just posted: "Some shops will still
work on Eisemann mags, but I don't know which ones. Parts are available through
Fresno Air Parts, and some parts are available through Aircraft Spruce.
For the most part, they are a pretty simple mag that any competent A&P can repair.
The exception is that it needs to go to a magneto shop to have the magnets
re-magnetized if they are getting weak."
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459936#459936
________________________________________________________________________________
From:
Ray Krause <raykrause(at)frontiernet.net>
Subject:
Re: Hard Starting Cont. Engines
Date:
Aug 26, 2016
Louie,
I was "told"these mags were overhauled three years ago and the AD is done. B
ut I can't find any info on that in the logs, so I'm not sure.
Is there a practical way to test the strength of the spark with the mags on t
he engine? Is the spark produced by AC or DC? I assume AC, from my experien
ces. I'm not too inspired to just hold on to the plug lead and check my refl
ection in a mirror, or record a selfie video!
I tried a voltage meter and one of the auto store lights that go in the lead
. Maybe the light has to be in the dark?
Thanks,
Ray Krause
Sent from my iPad
> On Aug 26, 2016, at 12:27 PM, Louie Bakrevski wrote:
>
> I have been using Eisemann trouble free for many years. Last year a broke i
mpulse spring. But that can happen with any mag. I think Slick kit with plug
s and wires are around 3500.00 plus. That byes a lot of fuel. But a have a a
bout 10 or 20+ Eisamann mags. Forgot to say that I'm AP IA. With 3 hangers f
ull junk ,I meant treasures. Only one AD on AM-4 coils
>
> and no ad on lunch box SF4 mags. But I'm old school Louie
>
>
> From: owner-pietenpol-list-server(at)matronics.com <owner-pietenpol-list-serv
er(at)matronics.com> on behalf of Jack Philips
> Sent: Friday, August 26, 2016 7:46 AM
> To: pietenpol-list(at)matronics.com
> Subject: RE: Pietenpol-List: Re: Hard Starting Cont. Engines
>
> Why didn=99t you just buy new Slicks and save yourself about 8 lbs?
I had Eismanns on my Cub years ago. They are VERY heavy
>
> 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 shad bell
> Sent: Friday, August 26, 2016 7:39 AM
> To: pietenpol-list(at)matronics.com
> Subject: Re: Pietenpol-List: Re: Hard Starting Cont. Engines
>
> I just sent my eismans to aircraft systems Inc in Rockford IL. Overhaul is
$300 per mag plus parts. Mine needed a rotor so I had to find another mag f
or parts. Most parts are still available but the rotor was not. I'm looking a
t about $1500 for my overhaul cost for the 2 mags. They have been sitting fo
r 40 plus years before I got them and were on rough shape. Hope to get them b
ack next week.
>
> Shad
>
>
> Sent from Yahoo Mail for iPhone
> On Thursday, August 25, 2016, 11:18 PM, Ray Krause <raykrause@frontiernet.
net> wrote:
>
t>
>
> Louie,
>
> So how do you check the spark on Eismann A-4 mags to make sure they are ru
nning properly? Does anyone overhaul them?
>
> Thanks,
>
> Ray Krause
> A-65-8, Eismann mags, impulse on the left.
>
> Sent from my iPad
>
> > On Aug 25, 2016, at 5:53 PM, Louie Bakrevski wrote
:
> >
om>
> >
> > Oscar
> > Let's clarified that -8 cases only came with Bendix lunch box mags, eism
an mags, case mags (they belong on orange ) tractors , s-200 or s-20 mags. A
ll of this mags ONLY have impulse coupling on left side. Right side non impu
lse mag. Slick mags have a impulse on BOTH mags.
> > All of -8 mags and -9 mags are right turning mags. Lunch box mags do NOT
have a impulse coupling on both mags, so you are starting at around 30 degr
ees of BTC. You have to swing the prop with authority wood props could swing
back. Eisman Bendix S-20 or 200 only have in pulse on left mag . Should sta
rted on left mag only. Dash 12 cases C-75 ,C-85 C-90 could usually will hav
e impulse coupling on both sides. If you have impulse coupling on both sides
should be started on both mags. Now if you have push to start Bendix switch
you have to make shure it's set up wright . There is jumper , needs to be i
n right position. If you need more information you have to entice me wit few
MGD. ( mighty good diner). Louie.
> > Ps a have a ton of small continental pars and mags.
> >
> > Sent from my iPad
> >
> >> On Aug 25, 2016, at 10:20 AM, taildrags wrote:
> >>
m>
> >>
> >> OK, so this is from the A&P who overhauled my A75:
> >>
> >> "Continentals, if equipped with Impulse Couplers, almost always have th
em on both mags. If you buy Slick magneto kit for an A series engine, the k
it will come with two impulse coupled mags. If one wanted to install their m
ags piecemeal, you could mount mags with no impulse, the impulse on either t
he left or right mags, or on both.
> >>
> >> Lycoming engines come with the impulse on the left mag only. The impul
se in the mags for a Lycoming engine takes up a bit of space, so Lycoming ad
ds a spacer onto the left magneto mount to accommodate the installation of a
n impulse coupling. A spacer could also be added to the right side if one s
o desired, but would also require longer studs for mounting the second impul
se coupled magneto.
> >>
> >> I've never seen anyone add a second impulse coupled mag onto a Lycoming
, but on both A and C series Continentals, dual impulse coupled magnetos is t
he way they are typically configured. "
> >>
> >> --------
> >> Oscar Zuniga
> >> Medford, OR
> >> Air Camper NX41CC "Scout"
> >> A75 power, 72x36 Culver prop
> >>
> >>
> >>
> >>
> >> Read this topic online here:
> >>
> >> http://forums.matronics.com/viewtopic.php?p=459890#459890
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> &gcs.com/Navigator?Pietenpol-List" target="_blank">http://www.matronics.
comp; &nhttp://==============
=========
>
>
>
>
>
________________________________________________________________________________
Date:
Aug 26, 2016
From:
shad bell <aviatorbell(at)yahoo.com>
Subject:
Re: AM-4 Overhaul
blockquote, div.yahoo_quoted { margin-left: 0 !important; border-left:1px
#715FFA solid !important; padding-left:1ex !important; background-color:whi
te !important; } I'll keep my eismans till I can't find parts. Been workin
g jets my whole career so I figured I would have a good shop go thru them f
irst. Next time they Ned work I will take the time to relearn what I forgot
from a&p school 20 years ago. Now that I'm buying aviation parts that Corv
air mill on the front of the Piet looks better and better.=C2-
Shad
Sent from Yahoo Mail for iPhone
On Friday, August 26, 2016, 4:25 PM, taildrags wrot
e:
Good move, starting this as its own thread.=C2- Here's what my A&P said a
bout the AM-4 mags, which agrees with what speedbrake just posted: "Some sh
ops will still work on Eisemann mags, but I don't know which ones.=C2- Pa
rts are available through Fresno Air Parts, and some parts are available th
rough Aircraft Spruce.=C2- For the most part, they are a pretty simple ma
g that any competent A&P can repair.=C2- The exception is that it needs t
o go to a magneto shop to have the magnets re-magnetized if they are gettin
g weak."
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459936#459936
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
Date:
Aug 27, 2016
From:
Michael Perez <speedbrake(at)sbcglobal.net>
Subject:
Re: Hard Starting Cont. Engines
Louie, if you are ever interested in off - loading some of your AM-4 mags,
please let me know off line. I would be interested in any A-65, AM-4, =C2
-NAS3 and=C2-MA-3PA (10-4233)=C2-=C2-parts you may want to "part" w
ith...as it were.
________________________________________________________________________________
Subject:
Re: Tail hinges - Memphis
From:
"jerobbins79" <jerobbins3(at)gmail.com>
Date:
Aug 27, 2016
Not sure how much my opinion counts but would be happy to assist.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459966#459966
________________________________________________________________________________
Subject:
Babbitt or insert bearings
From:
"Yankee Buzzard" <yankee_buzzard(at)cox.net>
Date:
Aug 28, 2016
Hey all you model A guys in here. Are you going with babbitt bearings or bearing
inserts. If inserts who do you have doing the machine work?
Bill
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459999#459999
________________________________________________________________________________
Subject:
Re: Babbitt or insert bearings
From:
"tools" <n0kkj(at)yahoo.com>
Date:
Aug 29, 2016
Have not had to make this decision, but have done a LOT of research...
Insert bearings are superior to pure babbit. Bearings on turbines in nuclear power
plants are similar, but WAY WAY bigger and ultimately technological.
Furthermore, line boring a block, the process of enlarging the bearing seats for
inserts, isn't that hard. Any decent machine shop can do it.
Pure babbit is completely acceptable PROVIDING it's done correctly. I can and
do pour babbit for woodworking machines. It's a dying art... AND requires a fair
amount of specialized equipment and jigs do do a engine block. And then it
needs to be line bored anyway. In this case the line boring aligns the bearings
and puts them to size as they are not poured exactly to size.
As you can see it's the same old same old. Total compromise. The cost of materials
to pour is probably twenty bucks. The jigging is rare as hens teeth, although
totally low tech. An amateur machinist could make the stuff for no money,
just a lot of time at the lathe.
Once a block is machined for inserts, it's really a no brainer and inserts aren't
really that expensive. The key is finding a GOOD reliable machinist.
Should I ever get around to rebuilding my model a, I'll probably try to pour it
myself just for the satisfaction. Mistakes are easily repaired, just takes time.
No wasted materials really.
Tools
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460014#460014
________________________________________________________________________________
Subject:
Re: Tail hinges - Memphis
From:
"tools" <n0kkj(at)yahoo.com>
Date:
Aug 30, 2016
I'll be downtown memphis the afternoon of the 4th. Grab a beer and check them
out?
Mike Danford, 423 580 1383
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460054#460054
________________________________________________________________________________
Subject:
Airport Courtesy Cars App/Website Update
From:
"gbrasch" <gmbrasch(at)gmail.com>
Date:
Sep 02, 2016
ACC's app is still free in the app stores, and on the web. Currently over 11,000 active pilots are using it, and several businesses and FBO' offer fuel and other product discounts. I recently added a Facebook page which will include updates and events. If you are on Facebook please take a look and like it at www.facebook.com/airportcourtesycars Thanks!
--------
Glenn Brasch
RV-9A Flying
Medevac Helicopter Pilot (Ret)
Owner, "Airport Courtesy Cars" Smart Phone App
and www.airportcourtesycars.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460171#460171
________________________________________________________________________________
Subject:
Re: Tail hinges - Memphis
From:
"Larry M" <marquez(at)att.net>
Date:
Sep 06, 2016
Jim,
Would like to hear your opinion. I sent my phone number via PM.
Larry
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460300#460300
________________________________________________________________________________
From:
"Charles N. Campbell" <charlescampbell1924(at)gmail.com>
Date:
Sep 06, 2016
Subject:
Wire Sizes
I'm looking for help from someone who has wired up a Pietenpol having a
Corvair engine. I wonder what size wire to use from the ignition switch to
the small contact (the one going to the solenoid) on the starter (the
front-mounted starter sold by William Wynne.) I have misplaced the
instructions for the starter. I don't remember whether they covered the
wire sizes.
Chuck
________________________________________________________________________________
Date:
Sep 06, 2016
From:
Hans van der Voort <nx15kv(at)yahoo.com>
Subject:
Re: Wire Sizes
Chuck,=C2-That is a temporary load of less than 5 amp. 16 Gauge wire shou
ld be OK=C2-Best regards=C2-Hans van der Voort=C2-NX15KV
From: Charles N. Campbell <charlescampbell1924(at)gmail.com>
To: "pietenpol-list(at)matronics.com"
Sent: Tuesday, September 6, 2016 11:37 AM
Subject: Pietenpol-List: Wire Sizes
I'm looking for help from someone who has wired up a Pietenpol having a Cor
vair engine.=C2- I wonder what size wire to use from the ignition switch
to the small contact (the one going to the solenoid) =C2-on the starter (
the front-mounted starter sold by William Wynne.) =C2-I have misplaced th
e instructions for the starter.=C2- I don't remember whether they covered
the wire sizes.
Chuck
________________________________________________________________________________
From:
Ed KTOWN Knouse <ktown069(at)hotmail.com>
Subject:
Clif's Piet July 2016
Date:
Sep 07, 2016
Hi Clif=2C
My sincere apologies for not contacting you sooner. I'm also having issues
getting back on the Matronics-Pietenpol site as well. Can't log in!
I've somehow lost your personal email and phone number...UGH!
Can you please send it to me via this ktown069(at)hotmail.com email and/or via
text to (703) 307-3955. I'm ready to talk all things Lycoming 290-G=2C We
ight and Balance and also=2C what steel did you use for your wing/strut mou
nts. I have on set of plans that calls for 14-18 gauge steel and another t
hat calls for 4130 for EVERYTHING!
I just had a set of wing/struts hardware made from a copy of the ones that
were already made on a completed wing. My welder says that the original set
was made out of A36 (mild steel)...tensile strength about 47K psi. I'm ho
ping that will be stronger than the spruce so I don't have to pay for anoth
er set to be fabricated out of 4130 Chrome Molly.
What is a good time to call (what time zone are you in...I'm in Las Vegas a
rea).
Cheers=2CKTOWNPietenpol Air CamperWire rims"The Piety Project"/a.k.a. "The
Fabulous Princess Di"Lycoming 290-G
From: cdawson5854(at)shaw.ca
Subject: Re: Pietenpol-List: Clif's Piet July 2016
Date: Fri=2C 22 Jul 2016 23:20:38 -0700
=0A
=0A
=0A
=0A
=0A
=0A
=0A
Thanks Jack. It's an O-290.=0A
=0A
=0A
=0A
Very =0A
nice=2C Clif. What Lycoming is that you=92ve got?=0A
=0A
Jack =0A
Phillips=0A
NX899JP=0A
Smith =0A
Mountain Lake=2C Virginia=0A
=0A
________________________________________________________________________________
From:
Steven Dortch <steven.d.dortch(at)gmail.com>
Date:
Sep 09, 2016
Subject:
Hold short on iPad operating system upgrade.
Just in case y'all missed it Foreflight is telling people to hold short
before upgrading to iOS 10.
Foreflight will test iOS 10 with foreflight and clear it for use.
________________________________________________________________________________
Date:
Sep 09, 2016
From:
Elizabeth Cooper <eacooper9(at)yahoo.com>
Subject:
Re: Wire Sizes
Hi, IMO if Will Wynne sold you the starter, would he not be able to supply that
information or even a new copy of the instructions? I'm just sayin'. Good
luck with it. Scott
--------------------------------------------
On Tue, 9/6/16, Charles N. Campbell wrote:
Subject: Pietenpol-List: Wire Sizes
To: "pietenpol-list(at)matronics.com"
Date: Tuesday, September 6, 2016, 12:37 PM
I'm looking for help from
someone who has wired up a Pietenpol having a Corvair
engine. I wonder what size wire to use from the ignition
switch to the small contact (the one going to the solenoid)
on the starter (the front-mounted starter sold by William
Wynne.) I have misplaced the instructions for the
starter. I don't remember whether they covered the
wire sizes.
Chuck
________________________________________________________________________________
From:
Gardiner Mason <airlion2(at)gmail.com>
Subject:
Re: Pietenpol-List Digest: 0 Msgs - 09/08/16
Date:
Sep 10, 2016
Sent from my iPad
> On Sep 9, 2016, at 3:02 AM, Pietenpol-List Digest Server
wrote:
>
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete Pietenpol-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the Pietenpol-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 16-09-08&Archive=Pietenpol
>
> Text Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 16-09-08&Archive=Pietenpol
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> Pietenpol-List Digest Archive
> ---
> Total Messages Posted Thu 09/08/16: 0
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
From:
Gardiner Mason <airlion2(at)gmail.com>
Subject:
Re: Pietenpol-List Digest: 0 Msgs - 09/08/16
Date:
Sep 10, 2016
Sent from my iPad
> On Sep 9, 2016, at 3:02 AM, Pietenpol-List Digest Server
wrote:
>
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete Pietenpol-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the Pietenpol-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 16-09-08&Archive=Pietenpol
>
> Text Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 16-09-08&Archive=Pietenpol
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> Pietenpol-List Digest Archive
> ---
> Total Messages Posted Thu 09/08/16: 0
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Sep 10, 2016
Scott Liefeld is my new best friend!!! Flooded the engine and decided to try the
method Scott described, although I didn't hold out much hope that it would
work. Pulled it through the prescribed TWELVE blades in the forward direction
(twelve is a lot of blades!), made the mags hot, and voila-! She fired on the
first pull, as advertised! Thank you, Scott.
Put 1.6 in the logbook after a very enjoyable flight. My first in a LONG time,
actually, and the day was perfect for Pietenpoling.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460396#460396
________________________________________________________________________________
From:
Ray Krause <raykrause(at)frontiernet.net>
Subject:
Re: Hard Starting Cont. Engines
Date:
Sep 10, 2016
Was that 12 blades with the throttle wide open? That many blades would not be
so bad if your engine was worn out, like most old Piet engines! Fly the damn
thing more!
Thanks, I'm getting old,
Ray Krause
Sent from my iPad
> On Sep 10, 2016, at 5:11 PM, taildrags wrote:
>
>
> Scott Liefeld is my new best friend!!! Flooded the engine and decided to try
the method Scott described, although I didn't hold out much hope that it would
work. Pulled it through the prescribed TWELVE blades in the forward direction
(twelve is a lot of blades!), made the mags hot, and voila-! She fired on
the first pull, as advertised! Thank you, Scott.
>
> Put 1.6 in the logbook after a very enjoyable flight. My first in a LONG time,
actually, and the day was perfect for Pietenpoling.
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power, 72x36 Culver prop
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=460396#460396
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Sep 10, 2016
Ray: yes, that was with the throttle wide open, but pulling the prop through to
clear excess fuel doesn't mean throwing yourself into it... just pulling it through.
And my A75 is still quite tight... only about 160 hours on the tach since
the engine was converted to an A75 and rebuilt back to zero time.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460403#460403
________________________________________________________________________________
From:
Ray Krause <raykrause(at)frontiernet.net>
Subject:
Re: Hard Starting Cont. Engines
Date:
Sep 10, 2016
Oscar,
I looked it up: 12 blades forward with the throttle open, not necessarily WOT,
fuel off, mags off. Start with throttle in normal low RPM range....a little open.
Thanks,
Ray
Sent from my iPad
> On Sep 10, 2016, at 7:28 PM, Ray Krause wrote:
>
>
> Was that 12 blades with the throttle wide open? That many blades would not be
so bad if your engine was worn out, like most old Piet engines! Fly the damn
thing more!
>
> Thanks, I'm getting old,
>
> Ray Krause
>
> Sent from my iPad
>
>> On Sep 10, 2016, at 5:11 PM, taildrags wrote:
>>
>>
>> Scott Liefeld is my new best friend!!! Flooded the engine and decided to try
the method Scott described, although I didn't hold out much hope that it would
work. Pulled it through the prescribed TWELVE blades in the forward direction
(twelve is a lot of blades!), made the mags hot, and voila-! She fired on
the first pull, as advertised! Thank you, Scott.
>>
>> Put 1.6 in the logbook after a very enjoyable flight. My first in a LONG time,
actually, and the day was perfect for Pietenpoling.
>>
>> --------
>> Oscar Zuniga
>> Medford, OR
>> Air Camper NX41CC "Scout"
>> A75 power, 72x36 Culver prop
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=460396#460396
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
________________________________________________________________________________
From:
Ray Krause <raykrause(at)frontiernet.net>
Subject:
Re: Hard Starting Cont. Engines
Date:
Sep 10, 2016
Thanks, you're the MAN!
Ray
Sent from my iPad
> On Sep 10, 2016, at 7:52 PM, taildrags wrote:
>
>
> Ray: yes, that was with the throttle wide open, but pulling the prop through
to clear excess fuel doesn't mean throwing yourself into it... just pulling it
through. And my A75 is still quite tight... only about 160 hours on the tach
since the engine was converted to an A75 and rebuilt back to zero time.
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power, 72x36 Culver prop
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=460403#460403
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
Subject:
afternoon flying
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Sep 11, 2016
Pretty quiet on the list, so I don't feel too bad posting about just an ordinary
afternoon flight. As I wrote yesterday, Scott's "flooded engine start" routine
worked perfectly and I put three landings and 1.6 hr in the logbook. I now
know for sure that I'm going to rig up an air/oil separator for my crankcase
breather. It's just a fine mist that the propwash picks up in cruise flight
and brings up onto the port side of the passenger's windscreen, but after an hour
or more in cruise, it begins to get noticeable. I'm going to fabricate a
separator to mount to the firewall to put an end to it.
I forgot that I was going to put a level on my top longeron in cruise flight to
see what angle the fuselage is at in cruise. As I mentioned in another post
when the subject came up, I have a very nice little (free) app on my iPhone that
gives both a digital readout as well as a "bubble" analog picture of the angle,
and the numbers are big enough that I can read them without my reading glasses.
I don't remember who had asked about the fuselage attitude in flight,
but I've been curious to find out. I'll try to remember it next time.
Nothing extraordinary about my afternoon flight. The first leg was over to Beagle
Sky Ranch (OR96), a one-way dirt strip, for a pretty decent landing and takeoff.
Next leg was over to Prospect (64S), a nice little 4000x50 paved strip
in some very scenic country. Lost Creek Lake is on the way over there and one
end of the strip is at the edge of a steep dropoff to Mill Creek Falls and the
"Avenue of the Boulders" on the Rogue River. It's always gusty there on a
warm afternoon and I admit that I ballooned pretty good on initial flare and also
on the first bounce, but saved it and lived to fly again ;o)
My third and final landing was back home at Rogue Valley International... main
runway is 8800x150 and you really have to try hard to mess up so badly that you
have to go around. My guess is that you could blow a half-dozen approaches
one after the other, save each one, power back up after you save one, and still
not run off the far end of the runway. Don't ask me how I know ;o) This time
all I needed was 1.5 landings to stick it onto the pavement and make the turnoff
at A3 (less than 2000' from the numbers). You really get spoiled on big
wide runways when you make your final approach almost at cruise speed, come down
with big bright PAPI lights with the throttle still in, and just pull the
power over the numbers and start scrubbing off speed. I have to keep telling
myself not to carry too much airspeed on final and to keep the stick coming back.
It's just hard to do when there is a regional jet full of passengers fanning
themselves holding for takeoff behind you and the runway distance markers
just seem to be creeping by.
My final comment: I was absolutely flabbergasted when I saw how many new marijuana
grows have sprung up around the Rogue Valley just in the last 6-9 months.
They are everywhere! So much for Oregon's once-famous Christmas tree farms...
"Cannabis Green" is the new state color.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460421#460421
________________________________________________________________________________
From:
Ray Krause <raykrause(at)frontiernet.net>
Subject:
Re: afternoon flying
Date:
Sep 12, 2016
Thanks, Oscar! I needed that. Keep it up and you will have me back on my project!
Ray Krause
SkyScout project
Sent from my iPad
> On Sep 11, 2016, at 9:17 PM, taildrags wrote:
>
>
> Pretty quiet on the list, so I don't feel too bad posting about just an ordinary
afternoon flight. As I wrote yesterday, Scott's "flooded engine start" routine
worked perfectly and I put three landings and 1.6 hr in the logbook. I
now know for sure that I'm going to rig up an air/oil separator for my crankcase
breather. It's just a fine mist that the propwash picks up in cruise flight
and brings up onto the port side of the passenger's windscreen, but after an
hour or more in cruise, it begins to get noticeable. I'm going to fabricate
a separator to mount to the firewall to put an end to it.
>
> I forgot that I was going to put a level on my top longeron in cruise flight
to see what angle the fuselage is at in cruise. As I mentioned in another post
when the subject came up, I have a very nice little (free) app on my iPhone
that gives both a digital readout as well as a "bubble" analog picture of the
angle, and the numbers are big enough that I can read them without my reading
glasses. I don't remember who had asked about the fuselage attitude in flight,
but I've been curious to find out. I'll try to remember it next time.
>
> Nothing extraordinary about my afternoon flight. The first leg was over to Beagle
Sky Ranch (OR96), a one-way dirt strip, for a pretty decent landing and
takeoff. Next leg was over to Prospect (64S), a nice little 4000x50 paved strip
in some very scenic country. Lost Creek Lake is on the way over there and
one end of the strip is at the edge of a steep dropoff to Mill Creek Falls and
the "Avenue of the Boulders" on the Rogue River. It's always gusty there on
a warm afternoon and I admit that I ballooned pretty good on initial flare and
also on the first bounce, but saved it and lived to fly again ;o)
>
> My third and final landing was back home at Rogue Valley International... main
runway is 8800x150 and you really have to try hard to mess up so badly that
you have to go around. My guess is that you could blow a half-dozen approaches
one after the other, save each one, power back up after you save one, and still
not run off the far end of the runway. Don't ask me how I know ;o) This
time all I needed was 1.5 landings to stick it onto the pavement and make the
turnoff at A3 (less than 2000' from the numbers). You really get spoiled on big
wide runways when you make your final approach almost at cruise speed, come
down with big bright PAPI lights with the throttle still in, and just pull the
power over the numbers and start scrubbing off speed. I have to keep telling
myself not to carry too much airspeed on final and to keep the stick coming
back. It's just hard to do when there is a regional jet full of passengers fanning
themselves holding for takeoff behind you and th!
> e runway distance markers just seem to be creeping by.
>
> My final comment: I was absolutely flabbergasted when I saw how many new marijuana
grows have sprung up around the Rogue Valley just in the last 6-9 months.
They are everywhere! So much for Oregon's once-famous Christmas tree farms...
"Cannabis Green" is the new state color.
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power, 72x36 Culver prop
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=460421#460421
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
From:
"Charles N. Campbell" <charlescampbell1924(at)gmail.com>
Date:
Sep 12, 2016
Subject:
Re: afternoon flying
Yeah!. Oscar, Keep those fingers flying on the keys! It makes those of us
who lose interest in our Piet projects get our noses back to the grind
stone. Incidentally, I was hoping to fly mine this summer but I have moved
the projected project completion to the Fall of 2016. Will let you know if
it gets pushed out any further.
Chuck
On Mon, Sep 12, 2016 at 11:18 AM, Ray Krause
wrote:
> raykrause(at)frontiernet.net>
>
> Thanks, Oscar! I needed that. Keep it up and you will have me back on my
> project!
>
> Ray Krause
> SkyScout project
>
> Sent from my iPad
>
> > On Sep 11, 2016, at 9:17 PM, taildrags wrote:
> >
> >
> >
> > Pretty quiet on the list, so I don't feel too bad posting about just an
> ordinary afternoon flight. As I wrote yesterday, Scott's "flooded engine
> start" routine worked perfectly and I put three landings and 1.6 hr in the
> logbook. I now know for sure that I'm going to rig up an air/oil separator
> for my crankcase breather. It's just a fine mist that the propwash picks
> up in cruise flight and brings up onto the port side of the passenger's
> windscreen, but after an hour or more in cruise, it begins to get
> noticeable. I'm going to fabricate a separator to mount to the firewall to
> put an end to it.
> >
> > I forgot that I was going to put a level on my top longeron in cruise
> flight to see what angle the fuselage is at in cruise. As I mentioned in
> another post when the subject came up, I have a very nice little (free) app
> on my iPhone that gives both a digital readout as well as a "bubble" analog
> picture of the angle, and the numbers are big enough that I can read them
> without my reading glasses. I don't remember who had asked about the
> fuselage attitude in flight, but I've been curious to find out. I'll try
> to remember it next time.
> >
> > Nothing extraordinary about my afternoon flight. The first leg was over
> to Beagle Sky Ranch (OR96), a one-way dirt strip, for a pretty decent
> landing and takeoff. Next leg was over to Prospect (64S), a nice little
> 4000x50 paved strip in some very scenic country. Lost Creek Lake is on the
> way over there and one end of the strip is at the edge of a steep dropoff
> to Mill Creek Falls and the "Avenue of the Boulders" on the Rogue River.
> It's always gusty there on a warm afternoon and I admit that I ballooned
> pretty good on initial flare and also on the first bounce, but saved it and
> lived to fly again ;o)
> >
> > My third and final landing was back home at Rogue Valley
> International... main runway is 8800x150 and you really have to try hard to
> mess up so badly that you have to go around. My guess is that you could
> blow a half-dozen approaches one after the other, save each one, power back
> up after you save one, and still not run off the far end of the runway.
> Don't ask me how I know ;o) This time all I needed was 1.5 landings to
> stick it onto the pavement and make the turnoff at A3 (less than 2000' from
> the numbers). You really get spoiled on big wide runways when you make
> your final approach almost at cruise speed, come down with big bright PAPI
> lights with the throttle still in, and just pull the power over the numbers
> and start scrubbing off speed. I have to keep telling myself not to carry
> too much airspeed on final and to keep the stick coming back. It's just
> hard to do when there is a regional jet full of passengers fanning
> themselves holding for takeoff behind you and !
> th!
> > e runway distance markers just seem to be creeping by.
> >
> > My final comment: I was absolutely flabbergasted when I saw how many new
> marijuana grows have sprung up around the Rogue Valley just in the last 6-9
> months. They are everywhere! So much for Oregon's once-famous Christmas
> tree farms... "Cannabis Green" is the new state color.
> >
> > --------
> > Oscar Zuniga
> > Medford, OR
> > Air Camper NX41CC "Scout"
> > A75 power, 72x36 Culver prop
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=460421#460421
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
From:
Jack Textor <jack(at)textors.com>
Subject:
Re: afternoon flying
Date:
Sep 12, 2016
Thank you Oscar for all your input and inspiration! Much needed at this stage of
my build.
Jack Textor
Sent from my iPad
> On Sep 11, 2016, at 11:17 PM, taildrags wrote:
>
>
> Pretty quiet on the list, so I don't feel too bad posting about just an ordinary
afternoon flight. As I wrote yesterday, Scott's "flooded engine start" routine
worked perfectly and I put three landings and 1.6 hr in the logbook. I
now know for sure that I'm going to rig up an air/oil separator for my crankcase
breather. It's just a fine mist that the propwash picks up in cruise flight
and brings up onto the port side of the passenger's windscreen, but after an
hour or more in cruise, it begins to get noticeable. I'm going to fabricate
a separator to mount to the firewall to put an end to it.
>
> I forgot that I was going to put a level on my top longeron in cruise flight
to see what angle the fuselage is at in cruise. As I mentioned in another post
when the subject came up, I have a very nice little (free) app on my iPhone
that gives both a digital readout as well as a "bubble" analog picture of the
angle, and the numbers are big enough that I can read them without my reading
glasses. I don't remember who had asked about the fuselage attitude in flight,
but I've been curious to find out. I'll try to remember it next time.
>
> Nothing extraordinary about my afternoon flight. The first leg was over to Beagle
Sky Ranch (OR96), a one-way dirt strip, for a pretty decent landing and
takeoff. Next leg was over to Prospect (64S), a nice little 4000x50 paved strip
in some very scenic country. Lost Creek Lake is on the way over there and
one end of the strip is at the edge of a steep dropoff to Mill Creek Falls and
the "Avenue of the Boulders" on the Rogue River. It's always gusty there on
a warm afternoon and I admit that I ballooned pretty good on initial flare and
also on the first bounce, but saved it and lived to fly again ;o)
>
> My third and final landing was back home at Rogue Valley International... main
runway is 8800x150 and you really have to try hard to mess up so badly that
you have to go around. My guess is that you could blow a half-dozen approaches
one after the other, save each one, power back up after you save one, and still
not run off the far end of the runway. Don't ask me how I know ;o) This
time all I needed was 1.5 landings to stick it onto the pavement and make the
turnoff at A3 (less than 2000' from the numbers). You really get spoiled on big
wide runways when you make your final approach almost at cruise speed, come
down with big bright PAPI lights with the throttle still in, and just pull the
power over the numbers and start scrubbing off speed. I have to keep telling
myself not to carry too much airspeed on final and to keep the stick coming
back. It's just hard to do when there is a regional jet full of passengers fanning
themselves holding for takeoff behind you and th!
> e runway distance markers just seem to be creeping by.
>
> My final comment: I was absolutely flabbergasted when I saw how many new marijuana
grows have sprung up around the Rogue Valley just in the last 6-9 months.
They are everywhere! So much for Oregon's once-famous Christmas tree farms...
"Cannabis Green" is the new state color.
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power, 72x36 Culver prop
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=460421#460421
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
Subject:
Wood straight axle or split landing gear?
From:
"hall698" <webdatasoft(at)hotmail.com>
Date:
Sep 12, 2016
I am steadily working my way towards the time to decide which landing gear type
to go with. As with the nature of the question I confess that I am a new to building
aircraft. Is one better than the other? I like the nostalgia of the wood,
but have concerns over rough landings. Thoughts?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460452#460452
________________________________________________________________________________
Subject:
Re: Wood straight axle or split landing gear?
From:
"tools" <n0kkj(at)yahoo.com>
Date:
Sep 12, 2016
I like the wood gear on the Piet. It IS plenty strong, no worries there.
On the practical side, wood gear is somewhat easier in that you can't misalign
it, making for a poor ground handling plane.
No welding required at all if that's a concern.
On the other hand, the small wide aircraft tires are easier landing than the tall
narrow ones IF the gear is aligned properly.
So what it comes down to is which are you more comfortable making, and which looks
best to you.
Tools
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460453#460453
________________________________________________________________________________
Subject:
Re: Hard Starting Cont. Engines
From:
"AircamperN11MS" <Scott.liefeld(at)lacity.org>
Date:
Sep 13, 2016
Oscar,
Glad it worked for you. You can try using fewer blades as time goes on. Maybe
next time use 11 blade, then ten and so on. My plane needs 10 blades. anything
less and it was all for nothing. Your results may vary. I'm happy it worked
for you. Now you can fly more.
Now you will look like a professional when it comes to propping aircraft.
Happy landings,
--------
Scott Liefeld
Flying N11MS since March 1972
Steel Tube
C-85-12
Wire Wheels
Brodhead in 1996
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460459#460459
________________________________________________________________________________
Subject:
joining the fuse halves
From:
"Pocono John" <tinmotion(at)yahoo.com>
Date:
Sep 14, 2016
I'm about to join both fuselage halves. I brought both tail posts together to see
how well the edges of the fuselage sides line up with marks I made (showing
where the cross struts go). It seems like my sides are just inside my marks.
It'll actually be more pronounced as I've not yet sanded the tail posts and they're
still 1" wide each.
So, if I make the cross struts first, it seems my sides will make a bit of a steeper
bend to meet at the tail. Should I just bring the tail posts together, sand
to 1" total, then fit in the cross struts?
Thank you.
--------
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460473#460473
________________________________________________________________________________
Subject:
Re: joining the fuse halves
From:
"Catdesigns" <Catdesigns(at)att.net>
Date:
Sep 15, 2016
I think I put spacers between the two sides so it bent a bit closer to the true
dimensions but still a smooth curve. Sanded the tail to 1-inch wide and glued
together. Then I added the cross braces. Don't force the cross pieces in or
you can twist the fuselage.
--------
Chris
Sacramento, CA
WestCoastPiet.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460479#460479
________________________________________________________________________________
Subject:
Re: Wood straight axle or split landing gear?
From:
"Catdesigns" <Catdesigns(at)att.net>
Date:
Sep 15, 2016
Agree with Tools 100%. I will add that the split axle gear is probably lighter.
--------
Chris
Sacramento, CA
WestCoastPiet.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460480#460480
________________________________________________________________________________
Very nice Semih! What is your reason for the hanging weights on the tip and trailing
edges?
Jack Textor
Sent from my iPad
> On Sep 15, 2016, at 12:05 PM, oldbird wrote:
>
>
> I started the wings, finally.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=460483#460483
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/img_4362_custom_193.jpg
>
>
>
>
>
>
>
________________________________________________________________________________
Subject:
Re: joining the fuse halves
From:
"tools" <n0kkj(at)yahoo.com>
Date:
Sep 15, 2016
I had to replace a tail post that got ripped out, scarfing in all four longerons.
I clamped them together, full width. Then ran down the joint with a circular saw.
Now they were 3/32 (a saw blade kerf width) apart. Reclamped until touching,
lather rinse repeat until they were one inch total.
Worked quite well.
Tools
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460497#460497
________________________________________________________________________________
Subject:
Re: joining the fuse halves
From:
"Pocono John" <tinmotion(at)yahoo.com>
Date:
Sep 15, 2016
Thank you for that suggestion Tools. I thought of that, but I decided to make a
board tall enough to reach the top of the tail and long enough to make a handhold
in. I'll glue sandpaper to both sides of that board and clamp the two tail
posts against it. I'll run the sandpaper board through there and sand them down,
re-clamping to keep it tight.
My main concern is the shape of the fuselage. I think if I make the sides fit to
my marks (based on plans measurements), that last part by the tail will bend
a bit too steeply.
I'm going to cut regular lumber to the size of the cross pieces, place them in
the correct locations, and see what I end up with; if the tail meets OK.
--------
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460503#460503
________________________________________________________________________________
Subject:
Re: joining the fuse halves
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Sep 15, 2016
Tools: if you don't mind my asking, how did you keep the clamped tailpost halves
from binding the saw blade as you started in with your cut? I could see how
you might slip some shims into the cut behind the blade, but if I were to try
that trick I'd probably just end up with blade burns, which are not conducive
to the wood taking up glue.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460509#460509
________________________________________________________________________________
Subject:
Re: TC Pitenpol
From:
"oldbird" <semihoksay(at)gmail.com>
Date:
Sep 15, 2016
Hi Jack
Thanks for your comment.
When I cut the bottom capstrip for the fittings and spars, front and rear of the
butt rib flexed up a little. When epoxying it in place, I hung the weights to
get it back to the original shape. Now it is ok and no more weights.
Semih Oksay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460511#460511
________________________________________________________________________________
From:
Glen Schweizer <glenschweizer(at)yahoo.com>
Date:
Sep 15, 2016
Subject:
Re: TC Pitenpol
Hi Semih
Your work looks excellent. One day you'll have a fine airplane. Where did you
get plans for your spars?
Glen
> On Sep 15, 2016, at 10:06 PM, oldbird wrote:
>
>
> Hi Jack
>
> Thanks for your comment.
> When I cut the bottom capstrip for the fittings and spars, front and rear of
the butt rib flexed up a little. When epoxying it in place, I hung the weights
to get it back to the original shape. Now it is ok and no more weights.
>
> Semih Oksay
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=460511#460511
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
Subject:
Re: TC Pitenpol
From:
"oldbird" <semihoksay(at)gmail.com>
Date:
Sep 15, 2016
Thank you Glen.
I designed them myself. If you like, I have the cad drawings of everything I built.
Also, the ribs are not original except for the profile.
Semih Oksay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460514#460514
________________________________________________________________________________
Subject:
Re: joining the fuse halves
From:
"tools" <n0kkj(at)yahoo.com>
Date:
Sep 16, 2016
Clamped just enough basically. Actually stabilized the clamping a few inches from
the back with jam pieces kind of thing.
I've been known to use a circular saw like some folks use a Dremel tool....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460539#460539
________________________________________________________________________________
Subject:
Re: joining the fuse halves
From:
"tools" <n0kkj(at)yahoo.com>
Date:
Sep 16, 2016
Clamped just enough basically. Actually stabilized the clamping a few inches from
the back with jam pieces kind of thing.
I've been known to use a circular saw like some folks use a Dremel tool....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460540#460540
________________________________________________________________________________
Subject:
Re: joining the fuse halves
From:
"aviken" <aviken(at)hughes.net>
Date:
Sep 17, 2016
I like that Tools, I have been known to use tools a little un-conventionally
my self from time to time
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460549#460549
________________________________________________________________________________
From:
MacBook Pro <dboarder(at)internode.on.net>
Subject:
Fuselage joining
Date:
Sep 18, 2016
Hi Pieters,
In joining the two fuselage sides, I placed the =BD in x 1in struts and
braces in the vertical, ie, with the =91thin=92 side to the gusset.
I=92ve been told this is incorrect as there is only half the surface
area to the gusset compared with the other way round. Looking at
various construction photos on West Coast Piet and this forum, I have
noticed that others have appeared to do the same as I have.
Is there a =91correct=92 way?
Do I need to re-do the construction? I=92d rather do it before I go any
further, if it needs to be done.
Regards,
David Boarder (Tasmania)
________________________________________________________________________________
From:
"Jack Philips" <jack(at)bedfordlandings.com>
Subject:
Fuselage joining
Date:
Sep 18, 2016
David,
I did mine as you did, with the 1=94 dimension aligned with the width of
the
longerons. This is the correct way to do it so that gussets on the
interior
of the fuselage can be applied across the longerons and the braces and
verticals. See photo below:
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 MacBook
Pro
Sent: Sunday, September 18, 2016 6:33 AM
Subject: Pietenpol-List: Fuselage joining
Hi Pieters,
In joining the two fuselage sides, I placed the =BD in x 1in struts and
braces
in the vertical, ie, with the =91thin=92 side to the gusset. I=92ve
been told
this is incorrect as there is only half the surface area to the gusset
compared with the other way round. Looking at various construction
photos
on West Coast Piet and this forum, I have noticed that others have
appeared
to do the same as I have.
Is there a =91correct=92 way?
Do I need to re-do the construction? I=92d rather do it before I go any
further, if it needs to be done.
Regards,
David Boarder (Tasmania)
________________________________________________________________________________
From:
Glen Schweizer <glenschweizer(at)yahoo.com>
Subject:
Re: Fuselage joining
Date:
Sep 18, 2016
I added space blocks inside of the "v"shape and 1/8"ply gussets top and bott
om of the fuse. Ain't goin no where
Glen
> On Sep 18, 2016, at 4:22 AM, Jack Philips wrote
:
>
> David,
>
> I did mine as you did, with the 1=9D dimension aligned with the widt
h of the longerons. This is the correct way to do it so that gussets on the
interior of the fuselage can be applied across the longerons and the braces
and verticals. See photo below:
>
>
>
> 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 MacBook Pro
> Sent: Sunday, September 18, 2016 6:33 AM
> To: pietenpol-list(at)matronics.com
> Subject: Pietenpol-List: Fuselage joining
>
> Hi Pieters,
> In joining the two fuselage sides, I placed the =C2=BD in x 1in struts and
braces in the vertical, ie, with the =98thin=99 side to the gus
set. I=99ve been told this is incorrect as there is only half the sur
face area to the gusset compared with the other way round. Looking at vario
us construction photos on West Coast Piet and this forum, I have noticed tha
t others have appeared to do the same as I have.
> Is there a =98correct=99 way?
> Do I need to re-do the construction? I=99d rather do it before I go a
ny further, if it needs to be done.
> Regards,
> David Boarder (Tasmania)
>
>
________________________________________________________________________________
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-GSM: 935-960MHz 37.5dBm 12dBm/30KHz(min)
-DCS/PCS: 1805-1990MHz 36.5dBm 5dBm/30KHz(min)
-3G: 2110-2170MHz 36.5dBm 4dBm/30KHz(min)
-WIFI: 2400-2500MHz 33dBm 2dBm/30KHz (min)
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Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460564#460564
________________________________________________________________________________
Subject:
Re: electronic item for peace
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Sep 18, 2016
"Jammer"-? Did you mean "spammer" instead? ;o)
I like my toast with jam, but not on my Pietenpol list.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460569#460569
________________________________________________________________________________
From:
Steven Dortch <steven.d.dortch(at)gmail.com>
Date:
Sep 19, 2016
Subject:
VERY OT my recent Instrument training.
Hit delete NOW. This is a long winded OT report on my Instrument training.
None of it is Pietenpol related. Don=99t Bitch about having read it i
f you
don't want to, just hit delete.
Yesterday, I completed my IFR checkride and did quite well. After 25 plus
years as an off and on VFR pilot who had dabbled at IFR training, I decided
to use my GI Bill for a post Army retirement flying career. I just want
someone else to pay for my flying hobby. Step one was to get a instrument
ticket.
After looking at quite a few schools, I selected of Tempus Training
Solutions in San Marcos, Texas. I wanted a school with a good reputation
and they had to be able to do Part 141 training and be able to get GI Bill
approval. Redbird Proflight Academy moved Flight training operations to
Tempus Training. (BTW there is a CFI shortage that has affected most
schools.) Tempus met these requirements and was $3500 cheaper than the
other part 141 programs due to extensive Sim use.
Tempus is the flight training laboratory for Redbird and uses Redbird full
motion flight simulators and has an agreement with the FAA that allows them
to do a majority of the training in the Sim with the student proving his
knowledge in the aircraft. The flight sim closely replicates the 2006
Cessna 172Ses used by the flight academy, including the G1000. The aircraft
are well maintained. The Chief pilot for Tempus (a retired F16 driver) has
been able to attract good CFIs by understanding that they were going to
move on and by helping them get ratings and resume enhancing jobs. (IE my
instructor took a break from teaching to fly a Pilatus PC12 from Nairobi,
Back to Virginia via Europe and then North sea.) He also treats them as
professionals and expects them to act accordingly. Several instructors who
became Airline or Corporate pilots come back on their days off to teach
(and earn a little change.)
The first thing I had to overcome was 25 years of lazy VFR habits such as
simply getting close to an altitude or letting the plane drift off heading.
I did however get complements on my ability to fly the plane, do cross wind
landings
At week two, I started having equilibrium problems (Dizzy) , more in the
sim than in the plane. I had to cancel several flights and end some sim
sessions early. I called a retired Army National Guard buddy who had been
the Flight Surgeon for the Texas Army National Guard and told him my
problem. He told me several things to try. There has been a huge mold
problem in South Texas and the mold count was so high that even those not
allergic were having problems. So he told me to take Allegra (NOT
Allegra-D) and use Flonase on my nose every day. Also to Shower often to
get the mold off of me. He told me to start wearing my reading glasses for
every IFR session and any time I read or used a computer. I had not used
them early in the day since I could focus, but as my eyes got tired and
would not focus, I would put them on. I had been swimming with my grandsons
and he told me not to get my head more than three feet below the surface.
He
ended by saying sleep and eat at the right times and drink water. I think
it was a combination of the mold and my aging eyesight. Though I am not
sure which one it was, it worked. In two days I was fine.
I felt really good about my learning curve at first, but after about 3
weeks I simply felt like I would never get it. If I looked away from the
Attitude Inidcator, I climbed, dove, turned or a combination of all three.
Taking time to write things down, read them, change frequencies, set up
the GPS flight plan, get my tablet set up on an approach procedure, change
a freq, check the engine gauges or anything else resulted in a deviation
from heading and/or altitude.
I called Vernon Foster, a 99 year old buddy. Vern was once a pilot for
United Airlines and became their manager of flight simulator engineering
and maintenance. He did my tailwheel signoff two years ago at the young age
of 97. I told Vern of my problems and how I would never get it. He listened
patiently and then laughed and said "you are at the right place in your
training. Every pilot thinks that they just aren't going to figure out
Instrument flight! It will start to come together and when it does it will
get easier." He questioned me about what I was doing and his pearl of
wisdom was. "Let Go of the yoke when you look away from the AI!. If the
plane is trimmed and flying level it will continue on course while you take
5 seconds to do something. So just let go!" That fixed my problem. I was
steering the way I was looking!
This school uses iPads to manage the Simulators and all of the instructors
have drank the Foreflight Koolaide. So I had to get an iPad, buy foreflight
and learn to use it. (I joined NAFI and got a good enough foreflight
discount that it almost paid for the NAFI membership.)
It took me a while to get down the G1000 buttonology. This High tech device
will do a lot of things including providing IFR certified GPS guidance for
the pilot (or an autopilot), show a moving map. display all the needed
instruments for IFR flight, Show required altitudes, and so on and so
forth. I spent many hours in the sim just figuring out ho
w to do simple
things like activating the next leg on an approach, or how to delete and
add an approach. I finally learned to use all the needed functions of a
G1000 but it has MANY functions that I have not figured out.
I had to learn the balance between trying to get ahead of the plane (IE
setting the next approach up) and just flying with what I needed to get to
heading and altitude. For example, I had to not try to extract more info
from the G1000 while on approaching an ILS approach, "just intercept and
fly the localizer and glide slope."
About two and a half weeks ago, I had to cancel my scheduled IFR checkride
due to a lot of Cumulus activity in our area. Also, I felt marginally
ready. Then there was a sudden shortage of DPEs. Many students in the
Houston area were scheduling with "our" DPEs. It took me until yesterday to
get my checkride and that was on a Sunday morning.
My checkride went very well. Even with trainee ATC controllers and the PTT
on the DPE side failing 10 minutes into the flight. I asked for a RNAV
approach to 31 with a circle to runway 13. But the controller told me we
had to use 13 and we could circle at ORALE (confusing a circle with a hold
pattern). My DPE explained I had to explain that I was on a checkride and
had to do an approach and circle to a different runway. This confused them
and the DPE PTT quit right then. So I requested an approach to 13, holding
at the IAF and a circle to 31 and proposed that I to do a low approach. I
was able to take all this in stride, the DPE was pleased with my ability to
communicate and execute. My Checkride was much easier than my "pre check
ride" with the Tempus chief pilot. The DPE said he wished all checkrides
went so well.
All in all, a good experience and glad I did it. I did not enjoy instrument
training though I did get comfortable doing it. It is not near as fun VFR
flight, but it sure adds to my ability. Next Step is my commercial ticket.
BTW I was driving back from lunch and saw the distinctive curve of a
Pietenpol wing in a hangar. Slammed on the brakes and who do I find but our
own "Axle" working on his AirCamper. Man it sure looks purty! He is a true
craftsman. (Pietenpol Content!)
Blue Skies,
Steve D
________________________________________________________________________________
From:
Steven Dortch <steven.d.dortch(at)gmail.com>
Date:
Sep 19, 2016
Subject:
Re: electronic item for peace
The Phone that bothers me the most is mine!
________________________________________________________________________________
Subject:
Re: VERY OT my recent Instrument training.
From:
"taildrags" <taildrags(at)hotmail.com>
Date:
Sep 19, 2016
I'm responding to this OT post with more OT material in the context of several
things: (1) Steve is one of the few individuals with the nerve to have gone up
with me in Scout, (2) Steve is one of the few individuals who came out to help
me disassemble and help load Scout into the big yellow Penske truck for the
2100 mile journey from Texas to Oregon, (3) all of my instrument time has been
at the same time extremely enjoyable and extremely challenging, and (4) my last
flight review was in a C172 with the Garmin G1000 full glass panel and I was
so impressed with it that my eyeballs nearly fell out.
Moving right along, I don't care to talk about items (1), (2) or (4) other than
to again tip my hat to Steve for always being ready to lend a hand and to tip
my already-tipped hat to anyone who can learn the dials and buttons on the G1000
so as to use even 1/10th of its capabilities. If not for the fact that the
G1000 panel costs about as much as four or five nice Air Campers, it would be
fun to keep writing about it but that's not my world anymore, I'm finally conceding.
So now to comment on item (3). Every moment that I've spent under the hood or
in 'actual' has been some of the most enjoyable and rewarding time that I've ever
spent in airplanes, but it was about as different a flying experience from
an open-cockpit Air Camper as you can imagine. I am an engineer with a completely
logical outlook and mindset and I completely 'get' instrument flying. I
can visualize everything about instrument flying in my head, and I can almost
always translate that to the instrument actions as I manipulate the controls,
but it's a completely different flying experience, period. I've flown jet and
prop sims and I've flown real single and twin hardware, and I always love the
challenge. I envy those who have the rating and wish I had gotten mine too,
but now my flying is all about stick and rudder and just the sensations of flight
and the airplane. Nothing much on the instrument panel is of interest to
me anymore if it does nothing to keep the airplane in the air or help me keep
it so. Every now and then I have a weak moment when I open the latest AOPA Pilot
magazine (I get the Turbine Edition!) and see the super cool panels and instruments,
but then it passes and I remember that I much prefer the smell of
too-rich Continental exhaust to looking at a glass panel.
Sometimes I regret not going for my instrument. As Marlon Brando said in the classic
movie "On The Waterfront": "You don't understand. I coulda had class. I
coulda been a contender. I coulda been somebody, instead of a bum, which is what
I am, let's face it."
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460606#460606
________________________________________________________________________________
Subject:
Re: VERY OT my recent Instrument training.
From:
"tools" <n0kkj(at)yahoo.com>
Date:
Sep 20, 2016
My hat is off to ya! Light civil instrument flying is quite a handful...
My first exposure was being a safety pilot for a bud in a 172 in about 1995. The
glide slope and azimuth were different instruments! Not even built into the
attitude gyro! Wow.
The second was my ATP check ride in a very old Beech Travel Air twin in 1998.
To this day the only time I've ever even sat in a light civil twin. First, my
two hours in that 172 meant nothing as everything was so different. Second,
turns out it can't fly on one engine... What?
My third, this is quite funny, was as a CFII giving a lesson about two years ago!
Again, despite my other two forays and about a DOZEN military and commercial
instrument capable plane types, NOTHING was the same. Isn't there any real
standardization out there? The instrument part of flying, pitch power and attitude
are quite similar, but the stuff that gives you situational awareness horizontally
and vertically are not. Not even close.
In the last two years I've been flying some trips with a bud who's company owns
a couple citations and rents one. Again, everything is SO different between
the planes.
Trust me, you've gutted through the worst of it. When you get a paying job with
decent equipment, your life will get better. Can't imagine anything less fun
than manipulating the controls of an underpowered marginal flying 172 under
the hood on a hot summer bumpy day. When you get decent aerodynamics and some
power, it is a lot more fun, useful and in my opinion, safe. Light civil equipment
teaches habits and the ability to formulate a scan pattern.
Also, and probably the most relevant aspect, is you'll be able to maintain some
real proficiency. After five years of dabbling in light civil aviation, I'm
finally to the point where I'm flying weekly as I have access to a number of planes,
doing some instructing, BFRs, etc. for the first time I feel really proficient.
It's a nice feeling, even better than the proficiency of being a student.
Congratulations! Let us know how the commercial is going!
Tools
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460609#460609
________________________________________________________________________________
From:
Jack <fastnaught(at)windstream.net>
Date:
Sep 20, 2016
Subject:
Re: VERY OT my recent Instrument training.
Oscar,
You have a great way of describing things. I, as well, am a MEII and have co
nsiderable experience behind the panel in instrument conditions. But, I agre
e with you that flying my Piet (Abe's Babe II) ( my wife is Abe's Babe I) ju
st to clarify, is absolutely the most fun and full of satisfaction I've ever
had in an airplane. It redefines the flying experience. I have a radio in m
y airplane but rarely turn it on. Thanks for the reminder of what and why we
fly our beloved Piets.
I do have a question about you last post. Please clarify how Steve flew with
you in your Scout? Surely he didn't share the cockpit with you=F0=9F=98=89
As always, thanks for your input. I enjoy your posts.
Jack
N144JF
Model A
Wire wheels
Sent from my iPad
> On Sep 20, 2016, at 12:55 AM, taildrags wrote:
>
>
> I'm responding to this OT post with more OT material in the context of sev
eral things: (1) Steve is one of the few individuals with the nerve to have
gone up with me in Scout, (2) Steve is one of the few individuals who came o
ut to help me disassemble and help load Scout into the big yellow Penske tru
ck for the 2100 mile journey from Texas to Oregon, (3) all of my instrument t
ime has been at the same time extremely enjoyable and extremely challenging,
and (4) my last flight review was in a C172 with the Garmin G1000 full glas
s panel and I was so impressed with it that my eyeballs nearly fell out.
>
> Moving right along, I don't care to talk about items (1), (2) or (4) other
than to again tip my hat to Steve for always being ready to lend a hand and
to tip my already-tipped hat to anyone who can learn the dials and buttons o
n the G1000 so as to use even 1/10th of its capabilities. If not for the fa
ct that the G1000 panel costs about as much as four or five nice Air Campers
, it would be fun to keep writing about it but that's not my world anymore, I
'm finally conceding.
>
> So now to comment on item (3). Every moment that I've spent under the hoo
d or in 'actual' has been some of the most enjoyable and rewarding time that
I've ever spent in airplanes, but it was about as different a flying experi
ence from an open-cockpit Air Camper as you can imagine. I am an engineer w
ith a completely logical outlook and mindset and I completely 'get' instrume
nt flying. I can visualize everything about instrument flying in my head, a
nd I can almost always translate that to the instrument actions as I manipul
ate the controls, but it's a completely different flying experience, period.
I've flown jet and prop sims and I've flown real single and twin hardware,
and I always love the challenge. I envy those who have the rating and wish
I had gotten mine too, but now my flying is all about stick and rudder and j
ust the sensations of flight and the airplane. Nothing much on the instrume
nt panel is of interest to me anymore if it does nothing to keep the airplan
e !
> in the air or help me keep it so. Every now and then I have a weak moment
when I open the latest AOPA Pilot magazine (I get the Turbine Edition!) and
see the super cool panels and instruments, but then it passes and I remembe
r that I much prefer the smell of too-rich Continental exhaust to looking at
a glass panel.
>
> Sometimes I regret not going for my instrument. As Marlon Brando said in t
he classic movie "On The Waterfront": "You don't understand. I coulda had cl
ass. I coulda been a contender. I coulda been somebody, instead of a bum, wh
ich is what I am, let's face it."
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power, 72x36 Culver prop
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=460606#460606
>
>
>
>
>
>
>
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________________________________________________________________________________
Subject:
Re: VERY OT my recent Instrument training.
From:
"jarheadpilot82" <jarheadpilot82(at)hotmail.com>
Date:
Sep 20, 2016
Jack,
"Scout" is Oscar's name for his Pietenpol Air Camper, not the name of his aircraft
model.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=460612#460612
________________________________________________________________________________
From:
Steven Dortch <steven.d.dortch(at)gmail.com>
Date:
Sep 20, 2016
Subject:
Re: VERY OT my recent Instrument training.
Jack, Oscar and I are quite comfortable with each other. Scout is the name
of Oscars AirCamper! two holes. (we ain't that comfortable with each other!
)
Bleu Skies,
Steve D
On Tue, Sep 20, 2016 at 9:07 AM, Jack wrote:
> Oscar,
> You have a great way of describing things. I, as well, am a MEII and have
> considerable experience behind the panel in instrument conditions. But, I
> agree with you that flying my Piet (Abe's Babe II) ( my wife is Abe's Bab
e
> I) just to clarify, is absolutely the most fun and full of satisfaction
> I've ever had in an airplane. It redefines the flying experience. I have
a
> radio in my airplane but rarely turn it on. Thanks for the reminder of wh
at
> and why we fly our beloved Piets.
> I do have a question about you last post. Please clarify how Steve flew
> with you in your Scout? Surely he didn't share the cockpit with you=F0=9F
=98=89
> As always, thanks for your input. I enjoy your posts.
> Jack
> N144JF
> Model A
> Wire wheels
>
> Sent from my iPad
>
> On Sep 20, 2016, at 12:55 AM, taildrags wrote:
>
>
> I'm responding to this OT post with more OT material in the context of
> several things: (1) Steve is one of the few individuals with the nerve t
o
> have gone up with me in Scout, (2) Steve is one of the few individuals wh
o
> came out to help me disassemble and help load Scout into the big yellow
> Penske truck for the 2100 mile journey from Texas to Oregon, (3) all of m
y
> instrument time has been at the same time extremely enjoyable and extreme
ly
> challenging, and (4) my last flight review was in a C172 with the Garmin
> G1000 full glass panel and I was so impressed with it that my eyeballs
> nearly fell out.
>
> Moving right along, I don't care to talk about items (1), (2) or (4) othe
r
> than to again tip my hat to Steve for always being ready to lend a hand a
nd
> to tip my already-tipped hat to anyone who can learn the dials and button
s
> on the G1000 so as to use even 1/10th of its capabilities. If not for th
e
> fact that the G1000 panel costs about as much as four or five nice Air
> Campers, it would be fun to keep writing about it but that's not my world
> anymore, I'm finally conceding.
>
> So now to comment on item (3). Every moment that I've spent under the
> hood or in 'actual' has been some of the most enjoyable and rewarding tim
e
> that I've ever spent in airplanes, but it was about as different a flying
> experience from an open-cockpit Air Camper as you can imagine. I am an
> engineer with a completely logical outlook and mindset and I completely
> 'get' instrument flying. I can visualize everything about instrument
> flying in my head, and I can almost always translate that to the instrume
nt
> actions as I manipulate the controls, but it's a completely different
> flying experience, period. I've flown jet and prop sims and I've flown
> real single and twin hardware, and I always love the challenge. I envy
> those who have the rating and wish I had gotten mine too, but now my flyi
ng
> is all about stick and rudder and just the sensations of flight and the
> airplane. Nothing much on the instrument panel is of interest to me
> anymore if it does nothing to keep the airplane !
> in the air or help me keep it so. Every now and then I have a weak momen
t
> when I open the latest AOPA Pilot magazine (I get the Turbine Edition!) a
nd
> see the super cool panels and instruments, but then it passes and I
