Pietenpol-Archive.digest.vol-pt
January 04, 2018 - June 04, 2018
> > =================================================
> > 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&C
> > hapter 18-01-03&Archive=Pietenpol
> >
> > Text Version:
> >
> >
> > http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Ch
> > apter 18-01-03&Archive=Pietenpol
> >
> >
> > ===============================================
> > EMail Version of Today's List Digest Archive
> > ===============================================
> >
> >
> > ----------------------------------------------------------
> > Pietenpol-List Digest Archive
> > ---
> > Total Messages Posted Wed 01/03/18: 7
> > ----------------------------------------------------------
> >
> >
> > Today's Message Index:
> > ----------------------
> >
> > 1. 05:12 AM - Re: Re: 2017 - the end of the Matronics Pietenpol
> list? (Charles N. Campbell)
> > 2. 05:16 AM - Re: Re: 2017 - the end of the Matronics Pietenpol
> list? (Charles N. Campbell)
> > 3. 06:04 AM - Re: Re: 2017 - the end of the Matronics Pietenpol
> list? (Jack Philips)
> > 4. 07:03 AM - Re: Re: 2017 - the end of the Matronics Pietenpol
> list? (Scott Knowlton)
> > 5. 07:53 AM - Re: Re: 2017 - the end of the Matronics Pietenpol
> list? (Glen Schweizer)
> > 6. 10:35 AM - Re: Re: 2017 - the end of the Matronics Pietenpol
> list? (Charles N. Campbell)
> > 7. 08:22 PM - Re: 2017 - the end of the Matronics Pietenpol list?
> > (taildrags)
> >
> >
> >
> > ________________________________ Message 1
> > _____________________________________
> >
> >
> > From: "Charles N. Campbell" <charlescampbell1924(at)gmail.com>
> > Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics
> Pietenpol list?
> >
> > Oscar, my call sign was W4KDJ. Have no idea who has it now, but wish
> > I still had it. Chuck
> >
> >> On Mon, Jan 1, 2018 at 12:01 PM, taildrags
> wrote:
> >>
> >>
> >> Charles; back when I held a Novice class amateur radio license, my
> >> call sign was WN5ODE. So you see, writing an ode has been in my
> >> blood from way back ;o)
> >>
> >> Terry: thanks for putting into words what several others of us have
> >> thought and felt.
> >>
> >> --------
> >> 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=476958#476958
> >>
> >>
> >
> > ________________________________ Message 2
> > _____________________________________
> >
> >
> > From: "Charles N. Campbell" <charlescampbell1924(at)gmail.com>
> > Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics
> Pietenpol list?
> >
> > Thanks, Terry. I try! Chuck
> >
> > On Mon, Jan 1, 2018 at 4:32 PM, jarheadpilot82
> >
> > wrote:
> >
> >> jarheadpilot82(at)hotmail.com>
> >>
> >> Chuck,
> >>
> >> Good to hear from you. All comments like the intros were certainly in
> >> jest. I don=99t think you have ever been anything BUT a gentleman.
> >>
> >> Happy New Year to all, and best wishes for awesome progress in 2018.
> >>
> >> --------
> >> Semper Fi,
> >>
> >> Terry Hand
> >> Athens, GA
> >>
> >>
> >> Read this topic online here:
> >>
> >> http://forums.matronics.com/viewtopic.php?p=476964#476964
> >>
> >>
> > ==========
> > ==========
> > ==========
> > ==========
> > ==========
> >>
> >>
> >
> > ________________________________ Message 3
> > _____________________________________
> >
> >
> > From: "Jack Philips" <jack(at)bedfordlandings.com>
> > Subject: RE: Pietenpol-List: Re: 2017 - the end of the Matronics
> Pietenpol list?
> >
> > I used to be a Ham. KA5NXA was my call sign. Had a Hallicrafters
> > HT-37 transmitter and a Drake 2B receiver. Good times.
> >
> >
> > Jack Phillips
> >
> > NX899JP =9CIcarus Plummet=9D
> >
> > Smith Mountain Lake, Virginia
> >
> >
> > From: owner-pietenpol-list-server(at)matronics.com
> > [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of
> > Charles N. Campbell
> > Sent: Wednesday, January 3, 2018 8:12 AM
> > Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics
> > Pietenpol list?
> >
> >
> > Oscar, my call sign was W4KDJ. Have no idea who has it now, but wish
> > I still had it. Chuck
> >
> >
> > On Mon, Jan 1, 2018 at 12:01 PM, taildrags > > wrote:
> >
> > >
> >
> > Charles; back when I held a Novice class amateur radio license, my
> > call sign was WN5ODE. So you see, writing an ode has been in my blood
> > from way back ;o)
> >
> > Terry: thanks for putting into words what several others of us have
> > thought and felt.
> >
> > --------
> > 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=476958#476958
> >
> >
> > br> enpol-List" rel="noreferrer"
> > target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
> > FORUMS -
> > eferrer" target="_blank">http://forums.matronics.com
> > WIKI -
> > errer" target="_blank">http://wiki.matronics.com
> > b Site -
> > -Matt Dralle, List Admin.
> > rel="noreferrer"
> > target="_blank">http://www.matronics.com/contribution
> >
> >
> > ________________________________ Message 4
> > _____________________________________
> >
> >
> > From: Scott Knowlton <flyingscott_k(at)hotmail.com>
> > Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics
> Pietenpol list?
> >
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> >
> > ________________________________ Message 5
> > _____________________________________
> >
> >
> > From: Glen Schweizer <glenschweizer(at)yahoo.com>
> > Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics
> Pietenpol list?
> >
> > Thank you for serving Glad you made it home safe
> >
> >> On Jan 3, 2018, at 7:03 AM, Scott Knowlton
> >> wro
> > te:
> >>
> >> I never had a HAM operator=99s License but in 1991 I served as a UN P
> > eacekeeper in the Western Sahara just north of Mauritania and had a
> > white To yota Hilux with an HF radio. Our only form of communications
> > back home (the re being no internet in 1991) was the postal service,
> > $10.00 per minute Sat P hone or convincing my Australian Army
> > Communications counterparts to teach m e how to use the HF to get a
> > =9Cphone patch=9D to my wife at hom e in Ottawa. For nine months my
> > wife and I had many extremely public phone c onversations each of
> > which required us to say, =9Cover=9D, every time we finished what we
> > wanted to say. I knew people were obviously liste ning on our open HF
> > frequency but I actually thought it was kind of cool tha t a convo
> > between a deployed soldier and his spouse could be shared with any one
> with enough interest to listen in.
> >> I became a pretty savvy user of my HF radio and my only tactical
> >> error wit
> > h the HF radio happened on one of my last calls home when I had to
> > deliver t he news that my service would be required in the mission for
> > an extra month a nd that I wouldn=99t be home by Easter as planned...
> > I pictured Ham ra dio operators around the world stifling a snicker at
> > my wife=99s respo nse to my discouraging news, =9CI=99m getting tired
> > of this miss ion, I=99m getting tired of the Air Force, and I=99m
> > getting rea lly tired of saying =98over=99... over=9D.
> >> Yes I know, nothing to do with Pietenpols but since we=99re sharing H
> > am radio stories...happy new year everyone.
> >>
> >> Scott Knowlton
> >> Starting to cover with fabric - Burlington Ontario
> >>
> >>
> >>
> >> Sent from my iPad
> >>
> >>> On Jan 3, 2018, at 9:06 AM, Jack Philips
> wrote:
> >>
> >>
> >>> I used to be a Ham. KA5NXA was my call sign. Had a Hallicrafters
> >>> HT-37 t
> > ransmitter and a Drake 2B receiver. Good times.
> >>>
> >>> Jack Phillips
> >>> NX899JP =9CIcarus Plummet=9D
> >>> Smith Mountain Lake, Virginia
> >>>
> >>> From: owner-pietenpol-list-server(at)matronics.com
> >>> [mailto:owner-pietenpol-l
> > ist-server(at)matronics.com] On Behalf Of Charles N. Campbell
> >>> Sent: Wednesday, January 3, 2018 8:12 AM
> >>> To: pietenpol-list(at)matronics.com
> >>> Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics
> >>> Pietenpo
> > l list?
> >>>
> >>> Oscar, my call sign was W4KDJ. Have no idea who has it now, but
> >>> wish I s
> > till had it. Chuck
> >>>
> >>> On Mon, Jan 1, 2018 at 12:01 PM, taildrags
> wrote:
> >
> >
> >>>
> >>> Charles; back when I held a Novice class amateur radio license, my
> >>> call s
> > ign was WN5ODE. So you see, writing an ode has been in my blood from
> > way ba ck ;o)
> >>>
> >>> Terry: thanks for putting into words what several others of us have
> >>> thoug
> > ht and felt.
> >>>
> >>> --------
> >>> 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=476958#476958
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>> ========================
> >>> br> enpol-List" rel="noreferrer"
> >>> br> target="_blank">http://www.matronics
> > .com/Navigator?Pietenpol-List
> >>> =========
> >>> FORUMS -
> >>> eferrer" target="_blank">http://forums.matronics.com
> >>> =========
> >>> WIKI -
> >>> errer" target="_blank">http://wiki.matronics.com
> >>> =========
> >>> b Site -
> >>> -Matt Dralle, List Admin.
> >>> rel="noreferrer"
> >>> target="_blank">http://www.matronics.com/contributio
> > n
> >>> ========================
> >>>
> >>>
> >>>
> >>>
> >
> > ________________________________ Message 6
> > _____________________________________
> >
> >
> > From: "Charles N. Campbell" <charlescampbell1924(at)gmail.com>
> > Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics
> Pietenpol list?
> >
> > Oscar, no wonder I can't seem to get ahead on building the Piet -- I'm
> > spending two of the last 7 years reading your posts =98=BA Chuck
> >
> >
> >> On Sun, Dec 31, 2017 at 2:15 PM, taildrags
> wrote:
> >>
> >>
> >> Charles: it takes you half a day to read my posts because I enjoy
> >> writing. However, they say you can delete every other letter in a
> >> word a
> > nd
> >> your brain still sees enough of it to make sense. Maybe I'll try
> >> doing that and you'll be able to get through my posts in a quarter of
> >> a day ;o)
> >>
> >> Jeff B.: you say you haven't been as focused on the Piet. Have you
> >> thought about seeing an ophthalmologist about that focus problem?
> >>
> >> Steve D.: you find yourself on the Facebook page every day? And to
> >> think there are people going to psychiatrists and doing
> >> transcendental meditati
> > on
> >> for years in order to try to find themselves, and here you do it just
> >> by going to Facebook!
> >>
> >> Don Y.: I agree with your short list of indispensible guides to
> >> Pietenpoling, but I sure miss seeing Mike Cuy's excellent video "The
> >> Building & Flying of NX48MC" on the list. Wish he would continue
> >> making
> > it
> >> available since it is instructional, inspirational, and entertaining,
> >> all in one.
> >>
> >> John F.: the BPA Pietenpol list admin, Pat Weeden, was trying to work
> >> wit
> > h
> >> Matt Dralle, who of course is the admin of Matronics, to link the BPA
> >> sit
> > e
> >> to the Matronics archives so as not to lose all of that good
> >> information and searchability. However, there are quite a number of
> >> lists on Matroni
> > cs
> >> that see little activity but continue to be archived and supported by
> >> Mat
> > t
> >> year after year. For that reason, I never hesitate to send $$ to
> >> Matroni
> > cs
> >> every year so I can "mine" the archives and use the search engine as
> >> well
> > ..
> >>
> >> I joined this list 16 years ago... 9/25/01... and had made 1,549
> >> posts since joining. About 100 a year, or two a week on average.
> >> Sounds about right. I guess this one makes it 1,550 to end 2017 and
> >> kick off Year Seventeen on this list. And Charles: at the rate of a
> >> half-day to read each of my posts, you will have spent 775 days
> >> reading my posts. TWO YEARS!!! ;o) Thanks, fellows and gals.
> >>
> >> --------
> >> 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=476926#476926
> >>
> >>
> > ==========
> > ==========
> > ==========
> > ==========
> > ==========
> >>
> >>
> >
> > ________________________________ Message 7
> > _____________________________________
> >
> >
> > Subject: Pietenpol-List: Re: 2017 - the end of the Matronics Pietenpol
> list?
> > From: "taildrags" <taildrags(at)hotmail.com>
> >
> >
> > Jack; your mention of the Drake 2B receiver really brought back
> > memories. My best friend in high school, Horace Watson, was the guy
> > who got me interested in ham radio. We both took classes from the
> > local ARRL club to prepare for the Novice exam and to learn Morse. He
> > had a Drake 2B and it was a radio that I always imagined I might own
> > when I was rich and successful and could afford to own a really classy
> > and professional radio. Mine was a Radio Shack receiver kit that I
> > built. Horace and I built and put up a 40m folded dipole antenna on
> > the roof of his garage, later to be joined by a 108-136MHz 1/4-wave
> > groundplane base station antenna for his aircraft band receiver. We
> > were the only two kids in high school who set our watches by WWV ;o)
> >
> > He and I took the FAA private pilot written exam the same day,
> > administered by the weather specialist who manned the Cotulla, Texas
> > FSS. Back in the day, you could walk into the FSS for an in-person WX
> > briefing or to look at the prog charts and sequence reports as they
> > came off the teletype. I believe Horace and I were both 16 at the
> > time and we both passed the private pilot written with scores in the
> > 90s. He went on to fly a 150, which I couldn't afford (like I
> > couldn't afford the Drake 2B), but just being around the airport and
> > VHF radio chatter was enough to keep the dream alive. Now here I am.
> Horace died a couple of years ago.
> >
> > --------
> > 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=477062#477062
> >
> >
> >
> >
> >
> >
> >
> >
>
>
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Jack Textor <jack(at)textors.com> |
| Subject: | Re: Pietenpol-List Digest: 7 Msgs - 01/03/18 |
Laura thank you for letting us know. Corky was a great and kind fellow. Thoughts
are with you all.
Jack Textor
Sent from my iPad
> On Jan 4, 2018, at 10:01 AM, Claude Corbett wrote:
>
>
> Hi Pietenpol members,
> This is Laura Jelks. Corky's daughter. Wanted you all to know my Dad passed away
Saturday, Dec 30,2017. His funeral is tomorrow at 11:00 here in Birmingham.
His obit can be found at al.com/ obits. That is the Birmingham News paper
here in Birmingham.
>
> Fondly,
> Laura Jelks
> laurajelks(at)remax.net
> 205-821-3384
>
> Sent from my iPad
>
>> On Jan 4, 2018, at 1:40 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 18-01-03&Archive=Pietenpol
>>
>> Text Version:
>>
>> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 18-01-03&Archive=Pietenpol
>>
>>
>> ===============================================
>> EMail Version of Today's List Digest Archive
>> ===============================================
>>
>>
>> ----------------------------------------------------------
>> Pietenpol-List Digest Archive
>> ---
>> Total Messages Posted Wed 01/03/18: 7
>> ----------------------------------------------------------
>>
>>
>> Today's Message Index:
>> ----------------------
>>
>> 1. 05:12 AM - Re: Re: 2017 - the end of the Matronics Pietenpol list? (Charles
N. Campbell)
>> 2. 05:16 AM - Re: Re: 2017 - the end of the Matronics Pietenpol list? (Charles
N. Campbell)
>> 3. 06:04 AM - Re: Re: 2017 - the end of the Matronics Pietenpol list? (Jack
Philips)
>> 4. 07:03 AM - Re: Re: 2017 - the end of the Matronics Pietenpol list? (Scott
Knowlton)
>> 5. 07:53 AM - Re: Re: 2017 - the end of the Matronics Pietenpol list? (Glen
Schweizer)
>> 6. 10:35 AM - Re: Re: 2017 - the end of the Matronics Pietenpol list? (Charles
N. Campbell)
>> 7. 08:22 PM - Re: 2017 - the end of the Matronics Pietenpol list? (taildrags)
>>
>>
>>
>> ________________________________ Message 1 _____________________________________
>>
>>
>> From: "Charles N. Campbell" <charlescampbell1924(at)gmail.com>
>> Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics Pietenpol list?
>>
>> Oscar, my call sign was W4KDJ. Have no idea who has it now, but wish I
>> still had it. Chuck
>>
>>> On Mon, Jan 1, 2018 at 12:01 PM, taildrags wrote:
>>>
>>>
>>> Charles; back when I held a Novice class amateur radio license, my call
>>> sign was WN5ODE. So you see, writing an ode has been in my blood from way
>>> back ;o)
>>>
>>> Terry: thanks for putting into words what several others of us have
>>> thought and felt.
>>>
>>> --------
>>> 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=476958#476958
>>>
>>>
>>
>> ________________________________ Message 2 _____________________________________
>>
>>
>> From: "Charles N. Campbell" <charlescampbell1924(at)gmail.com>
>> Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics Pietenpol list?
>>
>> Thanks, Terry. I try! Chuck
>>
>> On Mon, Jan 1, 2018 at 4:32 PM, jarheadpilot82
>> wrote:
>>
>>> jarheadpilot82(at)hotmail.com>
>>>
>>> Chuck,
>>>
>>> Good to hear from you. All comments like the intros were certainly in
>>> jest. I don=99t think you have ever been anything BUT a gentleman.
>>>
>>> Happy New Year to all, and best wishes for awesome progress in 2018.
>>>
>>> --------
>>> Semper Fi,
>>>
>>> Terry Hand
>>> Athens, GA
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=476964#476964
>>>
>>>
>> ==========
>> ==========
>> ==========
>> ==========
>> ==========
>>>
>>>
>>
>> ________________________________ Message 3 _____________________________________
>>
>>
>> From: "Jack Philips" <jack(at)bedfordlandings.com>
>> Subject: RE: Pietenpol-List: Re: 2017 - the end of the Matronics Pietenpol list?
>>
>> I used to be a Ham. KA5NXA was my call sign. Had a Hallicrafters HT-37
>> transmitter and a Drake 2B receiver. Good times.
>>
>>
>> Jack Phillips
>>
>> NX899JP =9CIcarus Plummet=9D
>>
>> Smith Mountain Lake, Virginia
>>
>>
>> From: owner-pietenpol-list-server(at)matronics.com
>> [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of Charles
>> N. Campbell
>> Sent: Wednesday, January 3, 2018 8:12 AM
>> Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics
>> Pietenpol list?
>>
>>
>> Oscar, my call sign was W4KDJ. Have no idea who has it now, but wish I
>> still had it. Chuck
>>
>>
>> On Mon, Jan 1, 2018 at 12:01 PM, taildrags > > wrote:
>>
>> >
>>
>> Charles; back when I held a Novice class amateur radio license, my call
>> sign was WN5ODE. So you see, writing an ode has been in my blood from
>> way back ;o)
>>
>> Terry: thanks for putting into words what several others of us have
>> thought and felt.
>>
>> --------
>> 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=476958#476958
>>
>>
>> br> enpol-List" rel="noreferrer"
>> target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
>> FORUMS -
>> eferrer" target="_blank">http://forums.matronics.com
>> WIKI -
>> errer" target="_blank">http://wiki.matronics.com
>> b Site -
>> -Matt Dralle, List Admin.
>> rel="noreferrer"
>> target="_blank">http://www.matronics.com/contribution
>>
>>
>> ________________________________ Message 4 _____________________________________
>>
>>
>> From: Scott Knowlton <flyingscott_k(at)hotmail.com>
>> Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics Pietenpol
list?
>>
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>> dXRpb24NCj09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PQ0KDQoNCg0K
>>
>> ________________________________ Message 5 _____________________________________
>>
>>
>> From: Glen Schweizer <glenschweizer(at)yahoo.com>
>> Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics Pietenpol
list?
>>
>> Thank you for serving Glad you made it home safe
>>
>>> On Jan 3, 2018, at 7:03 AM, Scott Knowlton wro
>> te:
>>>
>>> I never had a HAM operator=99s License but in 1991 I served as a UN P
>> eacekeeper in the Western Sahara just north of Mauritania and had a white To
>> yota Hilux with an HF radio. Our only form of communications back home (the
>> re being no internet in 1991) was the postal service, $10.00 per minute Sat
P
>> hone or convincing my Australian Army Communications counterparts to teach m
>> e how to use the HF to get a =9Cphone patch=9D to my wife at hom
>> e in Ottawa. For nine months my wife and I had many extremely public phone
c
>> onversations each of which required us to say, =9Cover=9D, every
>> time we finished what we wanted to say. I knew people were obviously liste
>> ning on our open HF frequency but I actually thought it was kind of cool tha
>> t a convo between a deployed soldier and his spouse could be shared with any
>> one with enough interest to listen in.
>>> I became a pretty savvy user of my HF radio and my only tactical error wit
>> h the HF radio happened on one of my last calls home when I had to deliver t
>> he news that my service would be required in the mission for an extra month
a
>> nd that I wouldn=99t be home by Easter as planned... I pictured Ham ra
>> dio operators around the world stifling a snicker at my wife=99s respo
>> nse to my discouraging news, =9CI=99m getting tired of this miss
>> ion, I=99m getting tired of the Air Force, and I=99m getting rea
>> lly tired of saying =98over=99... over=9D.
>>> Yes I know, nothing to do with Pietenpols but since we=99re sharing H
>> am radio stories...happy new year everyone.
>>>
>>> Scott Knowlton
>>> Starting to cover with fabric - Burlington Ontario
>>>
>>>
>>>
>>> Sent from my iPad
>>>
>>>> On Jan 3, 2018, at 9:06 AM, Jack Philips wrote:
>>>
>>>
>>>> I used to be a Ham. KA5NXA was my call sign. Had a Hallicrafters HT-37 t
>> ransmitter and a Drake 2B receiver. Good times.
>>>>
>>>> Jack Phillips
>>>> NX899JP =9CIcarus Plummet=9D
>>>> Smith Mountain Lake, Virginia
>>>>
>>>> From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-l
>> ist-server(at)matronics.com] On Behalf Of Charles N. Campbell
>>>> Sent: Wednesday, January 3, 2018 8:12 AM
>>>> To: pietenpol-list(at)matronics.com
>>>> Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics Pietenpo
>> l list?
>>>>
>>>> Oscar, my call sign was W4KDJ. Have no idea who has it now, but wish I s
>> till had it. Chuck
>>>>
>>>> On Mon, Jan 1, 2018 at 12:01 PM, taildrags wrote:
>>
>>
>>>>
>>>> Charles; back when I held a Novice class amateur radio license, my call s
>> ign was WN5ODE. So you see, writing an ode has been in my blood from way ba
>> ck ;o)
>>>>
>>>> Terry: thanks for putting into words what several others of us have thoug
>> ht and felt.
>>>>
>>>> --------
>>>> 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=476958#476958
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>> ========================
>>>> br> enpol-List" rel="noreferrer" target="_blank">http://www.matronics
>> .com/Navigator?Pietenpol-List
>>>> =========
>>>> FORUMS -
>>>> eferrer" target="_blank">http://forums.matronics.com
>>>> =========
>>>> WIKI -
>>>> errer" target="_blank">http://wiki.matronics.com
>>>> =========
>>>> b Site -
>>>> -Matt Dralle, List Admin.
>>>> rel="noreferrer" target="_blank">http://www.matronics.com/contributio
>> n
>>>> ========================
>>>>
>>>>
>>>>
>>>>
>>
>> ________________________________ Message 6 _____________________________________
>>
>>
>> From: "Charles N. Campbell" <charlescampbell1924(at)gmail.com>
>> Subject: Re: Pietenpol-List: Re: 2017 - the end of the Matronics Pietenpol list?
>>
>> Oscar, no wonder I can't seem to get ahead on building the Piet -- I'm
>> spending two of the last 7 years reading your posts =98=BA Chuck
>>
>>
>>> On Sun, Dec 31, 2017 at 2:15 PM, taildrags wrote:
>>>
>>>
>>> Charles: it takes you half a day to read my posts because I enjoy
>>> writing. However, they say you can delete every other letter in a word a
>> nd
>>> your brain still sees enough of it to make sense. Maybe I'll try doing
>>> that and you'll be able to get through my posts in a quarter of a day ;o)
>>>
>>> Jeff B.: you say you haven't been as focused on the Piet. Have you
>>> thought about seeing an ophthalmologist about that focus problem?
>>>
>>> Steve D.: you find yourself on the Facebook page every day? And to think
>>> there are people going to psychiatrists and doing transcendental meditati
>> on
>>> for years in order to try to find themselves, and here you do it just by
>>> going to Facebook!
>>>
>>> Don Y.: I agree with your short list of indispensible guides to
>>> Pietenpoling, but I sure miss seeing Mike Cuy's excellent video "The
>>> Building & Flying of NX48MC" on the list. Wish he would continue making
>> it
>>> available since it is instructional, inspirational, and entertaining, all
>>> in one.
>>>
>>> John F.: the BPA Pietenpol list admin, Pat Weeden, was trying to work wit
>> h
>>> Matt Dralle, who of course is the admin of Matronics, to link the BPA sit
>> e
>>> to the Matronics archives so as not to lose all of that good information
>>> and searchability. However, there are quite a number of lists on Matroni
>> cs
>>> that see little activity but continue to be archived and supported by Mat
>> t
>>> year after year. For that reason, I never hesitate to send $$ to Matroni
>> cs
>>> every year so I can "mine" the archives and use the search engine as well
>> ..
>>>
>>> I joined this list 16 years ago... 9/25/01... and had made 1,549 posts
>>> since joining. About 100 a year, or two a week on average. Sounds about
>>> right. I guess this one makes it 1,550 to end 2017 and kick off Year
>>> Seventeen on this list. And Charles: at the rate of a half-day to read
>>> each of my posts, you will have spent 775 days reading my posts. TWO
>>> YEARS!!! ;o) Thanks, fellows and gals.
>>>
>>> --------
>>> 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=476926#476926
>>>
>>>
>> ==========
>> ==========
>> ==========
>> ==========
>> ==========
>>>
>>>
>>
>> ________________________________ Message 7 _____________________________________
>>
>>
>> Subject: Pietenpol-List: Re: 2017 - the end of the Matronics Pietenpol list?
>> From: "taildrags" <taildrags(at)hotmail.com>
>>
>>
>> Jack; your mention of the Drake 2B receiver really brought back memories. My
best
>> friend in high school, Horace Watson, was the guy who got me interested in
>> ham radio. We both took classes from the local ARRL club to prepare for the
Novice
>> exam and to learn Morse. He had a Drake 2B and it was a radio that I always
>> imagined I might own when I was rich and successful and could afford to own
>> a really classy and professional radio. Mine was a Radio Shack receiver kit
>> that I built. Horace and I built and put up a 40m folded dipole antenna on
>> the roof of his garage, later to be joined by a 108-136MHz 1/4-wave groundplane
>> base station antenna for his aircraft band receiver. We were the only two kids
>> in high school who set our watches by WWV ;o)
>>
>> He and I took the FAA private pilot written exam the same day, administered
by
>> the weather specialist who manned the Cotulla, Texas FSS. Back in the day,
you
>> could walk into the FSS for an in-person WX briefing or to look at the prog
>> charts and sequence reports as they came off the teletype. I believe Horace
and
>> I were both 16 at the time and we both passed the private pilot written with
>> scores in the 90s. He went on to fly a 150, which I couldn't afford (like I
>> couldn't afford the Drake 2B), but just being around the airport and VHF radio
>> chatter was enough to keep the dream alive. Now here I am. Horace died a couple
>> of years ago.
>>
>> --------
>> 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=477062#477062
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
The Luddite purists in the community will love the attached photo.
Yesterday during my commercial checkride, I placed my iPAD with the
FOREFLIGHT flight plan in it on the floor like I have many times before. It
must have slid forward. When I put the gear up, the Johnson bar came down
and CRUSHED my iPAD, pinning it to the floor in the process! It not only
shattered the screen, it bent the frame!
I came around and landed. There was no extracting any information from my
iPAD. I spooled up my Samsung tablet with Anywhere map and spent 30
minuites trying to configure it for the planned trip. It worked but I did
not have the flight plan in it and there was no way to conduct the pilotage
portion of the checkride. The DPE and I decided to simply do all the
landings and he gave me a continuance. I nailed the landings and only have
to do the Pilotage portion and the maneuvers.
Blue Skies,
Steve D
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Ken Bickers <bickers.ken(at)gmail.com> |
| Subject: | Re: Wing Strut Attachment |
John, actually the Heim rod end is stronger than the strut. Note that the
cross sectional area of the strut is indicated as 0.431 square inches
(si). According to the numbers you reported, this means the ultimate
strength is 18,012 psi * 0.421 si = 7763 lbs; the yield strength is 15,94
7
psi * .431 si = 6873 lbs; and the shear strength is 11,637 psi * 0.431
5016 lbs. I have a chart that shows the maximum shear strength of sitka
spruce as 1150 psi, which means the wood where the brackets attach the
struts to the spars is likely to be weaker than any component in the struts
that you are considering. And that wood is still plenty strong if the
wings are built to plans. Cheers, Ken
On Thu, Jan 4, 2018 at 9:14 AM, John C Black wrote:
>
>
> Today I am worrying about how to attach the Struts.
>
> What are you guys doing to attach the Struts ?
>
> The top Strut fitting is especially challenging.
>
> I am using a Carlson Aircraft extrusion for my struts.
>
> To attach the strut, Carlson sells a 1=9Dx3/4=9D aluminum ext
rusion that
> slides into the end of the strut. Then you bolt it in place. I cut
> this extrusion into 8=9D lengths. I put this 8=9D piece in
the lathe and end
> drilled and threaded a 7/16 hole 2=9D deep into the strut.
>
> On the lower end I plan to use this wing strut adjustment fork from
> Aircraft Spruce. https://www.aircraftspruce.com/catalog/
> appages/strutadjfbsets2.php
>
> The top end is more challenging. The wing may move forward or back to
> adjust weight/balance. This movement changes the angle that the strut
> meets the wing so the attachment needs to be flexible. I see t
hat some
> builders have used a helm joint. This is a simple solution, but I wonder
> about the loads on the fitting. The strongest Helm joint that I could fi
nd
> is rated at 14,000 lbs :
>
>
> That is a little weaker than the strut.
>
> What are you guys doing ?
>
> John
>
>
________________________________________________________________________________
| From: | Ken Bickers <bickers.ken(at)gmail.com> |
| Subject: | Re: tenpol-List: |
Steve, condolences on your iPAD and good luck for the rest of your
checkride. I used to fly hot air balloons. In all those years, I only
burned fabric one time: on my checkride. Go figure. Cheers, Ken
On Thu, Jan 4, 2018 at 2:10 PM, Steven Dortch
wrote:
> The Luddite purists in the community will love the attached photo.
>
> Yesterday during my commercial checkride, I placed my iPAD with the
> FOREFLIGHT flight plan in it on the floor like I have many times before. It
> must have slid forward. When I put the gear up, the Johnson bar came down
> and CRUSHED my iPAD, pinning it to the floor in the process! It not only
> shattered the screen, it bent the frame!
>
> I came around and landed. There was no extracting any information from my
> iPAD. I spooled up my Samsung tablet with Anywhere map and spent 30
> minuites trying to configure it for the planned trip. It worked but I did
> not have the flight plan in it and there was no way to conduct the pilotage
> portion of the checkride. The DPE and I decided to simply do all the
> landings and he gave me a continuance. I nailed the landings and only have
> to do the Pilotage portion and the maneuvers.
>
> Blue Skies,
> Steve D
>
> --
> Blue Skies,
> Steve D
>
________________________________________________________________________________
| From: | helspersew(at)aol.com |
| Subject: | Re: Wing Strut Attachment |
Lower end I used the J-3 fork from Wag Aero, threaded into: drilled and tapped
a piece of 7071 aluminum from Mcmaster-Carr. Upper end also uses a 7071 insert
held fast with two AN-4 bolts. "Small" Carlson struts.
Dan Helsper
Loensloe Airfield
Puryear, TN
________________________________________________________________________________
| From: | "(null) raykrause" <raykrause(at)frontiernet.net> |
Pietenpol's don't have Johnson Bars.....nor iPads! Sorry for the misfortune.
..stick with Pietenpol's and life could be simpler.
Ray Krause
Still building... maybe forever.
Sent from my iPad
On Jan 4, 2018, at 1:10 PM, Steven Dortch wrote:
The Luddite purists in the community will love the attached photo.
Yesterday during my commercial checkride, I placed my iPAD with the FOREFLIG
HT flight plan in it on the floor like I have many times before. It must hav
e slid forward. When I put the gear up, the Johnson bar came down and CRUSHE
D my iPAD, pinning it to the floor in the process! It not only shattered the
screen, it bent the frame!
I came around and landed. There was no extracting any information from my iP
AD. I spooled up my Samsung tablet with Anywhere map and spent 30 minuites t
rying to configure it for the planned trip. It worked but I did not have the
flight plan in it and there was no way to conduct the pilotage portion of t
he checkride. The DPE and I decided to simply do all the landings and he gav
e me a continuance. I nailed the landings and only have to do the Pilotage p
ortion and the maneuvers.
Blue Skies,
Steve D
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Ken Bickers <bickers.ken(at)gmail.com> |
| Subject: | Re: Wing Strut Attachment |
John and others, I received the following as a private message this
afternoon:
"I sometimes lurk on the Piet List and saw your posting today. The Carlson
numbers are the area times the various strengths of the 6061-T6 aluminum.
As such they aren't stresses but strengths and their units ought to be
pounds force instead of psi. They neglect thickness or area moment of
inertia and represent nothing more than the strengths of a short thick bar.
By ignoring shape effects, they are inappropriate for use in design. Sorry,
but this does make your posting incorrect. Additionally, the equivalent
round tube sizes are best ignored completely. They are of no help. It would
have been helpful if Carlson had posted the area moments of inertia, but
they didn't. Who the heck am I? I'm an old retired aerospace stress
analyst."
Note that the old retired aerospace stress analyst doesn't offer a bottom
line conclusion as to whether the Heim rod end is sufficiently strong to
use or even whether the Carlson struts are sufficiently strong or that the
whole thing would still be stronger than the wood to which it is attached,
only that my posting is incorrect.
Nevertheless, I'll defer to superior authority and retract what I posted
earlier.
Ken
On Thu, Jan 4, 2018 at 2:19 PM, Ken Bickers wrote:
> John, actually the Heim rod end is stronger than the strut. Note that th
e
> cross sectional area of the strut is indicated as 0.431 square inches
> (si). According to the numbers you reported, this means the ultimate
> strength is 18,012 psi * 0.421 si = 7763 lbs; the yield strength is 15,
947
> psi * .431 si = 6873 lbs; and the shear strength is 11,637 psi * 0.431
> 5016 lbs. I have a chart that shows the maximum shear strength of sitka
> spruce as 1150 psi, which means the wood where the brackets attach the
> struts to the spars is likely to be weaker than any component in the stru
ts
> that you are considering. And that wood is still plenty strong if the
> wings are built to plans. Cheers, Ken
>
> On Thu, Jan 4, 2018 at 9:14 AM, John C Black wrote:
>
>>
>>
>> Today I am worrying about how to attach the Struts.
>>
>> What are you guys doing to attach the Struts ?
>>
>> The top Strut fitting is especially challenging.
>>
>> I am using a Carlson Aircraft extrusion for my struts.
>>
>> To attach the strut, Carlson sells a 1=9Dx3/4=9D aluminum ex
trusion that
>> slides into the end of the strut. Then you bolt it in place. I cut
>> this extrusion into 8=9D lengths. I put this 8=9D piece in
the lathe and end
>> drilled and threaded a 7/16 hole 2=9D deep into the strut.
>>
>> On the lower end I plan to use this wing strut adjustment fork from
>> Aircraft Spruce. https://www.aircraftspruce.com/catalog/appages/
>> strutadjfbsets2.php
>>
>> The top end is more challenging. The wing may move forward or back to
>> adjust weight/balance. This movement changes the angle that the strut
>> meets the wing so the attachment needs to be flexible. I see
that some
>> builders have used a helm joint. This is a simple solution, but I wonde
r
>> about the loads on the fitting. The strongest Helm joint that I could f
ind
>> is rated at 14,000 lbs :
>>
>>
>> That is a little weaker than the strut.
>>
>> What are you guys doing ?
>>
>> John
>>
>>
>>
>
________________________________________________________________________________
| Subject: | Re: Wing Strut Attachment |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Oh, I love this!! Area moments of inertia! ;o) The easy way to determine that
value for just about any shape you can draw is to draw it to scale in model
space in AutoCAD and then use the 'massprop' command. That's how I determined
the moment of inertia for the Carlson extruded aluminum spar that Terry and others
are using. Draw the outline of the inner and outer surfaces of the shape
as Plines. Make the area a region by selecting the lines that comprise the
cross-section. Enter 'massprop' and select the shape, and you should move the
centroid to the 0,0,0 point to do that. Massprop will spit out the area moment
of inertia faster than you can say "Pietenpol Air Camper" ;o)
When I was analyzing the extruded wing spar, what I really needed was the section
modulus, which for the spar is equal to the moment of inertia divided by half
the height. The spar being symmetrical and us looking for the maximum stress
(which occurs at the outermost fibers farthest from the centroid), that's half
the height. It could be taken anywhere along the section if needed for your
particular analysis, especially for an asymmetrical shape.
I could probably draw the Carlson extruded strut section in CAD from the catalog
graphic and the dimensions provided, and extract the area moment of inertia
pretty easily from that, but then I would be depriving someone else of the fun
;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=477095#477095
________________________________________________________________________________
| From: | "Greg Cardinal" <gcardinal(at)comcast.net> |
| Subject: | Wing Strut Attachment |
John,
A rod end bearing was used when the steel struts were replaced with the
Carlson aluminum struts on NX18235. The Aurora HX Series rod-end
bearing is a good choice because it has a wider ball dimension to fit
between the spar strap fitting.
A drilled and tapped =C2=BE=9D square steel bar was inserted in
the strut instead of using the Carlson aluminum block.
When doing the engineering analysis of your assembly pay attention to
the edge loading of the bolt holes that are drilled through the struts
to determine how many bolts to use to secure the strut to the insert.
Greg Cardinal
Minneapolis
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of John C
Black
Sent: Thursday, January 4, 2018 10:15 AM
Subject: Pietenpol-List: Wing Strut Attachment
Today I am worrying about how to attach the Struts.
What are you guys doing to attach the Struts ?
The top Strut fitting is especially challenging.
I am using a Carlson Aircraft extrusion for my struts.
To attach the strut, Carlson sells a 1=9Dx3/4=9D aluminum
extrusion that slides into the end of the strut. Then you bolt it in
place. I cut this extrusion into 8=9D lengths. I put this
8=9D piece in the lathe and end drilled and threaded a 7/16 hole
2=9D deep into the strut.
On the lower end I plan to use this wing strut adjustment fork from
Aircraft Spruce.
https://www.aircraftspruce.com/catalog/appages/strutadjfbsets2.php
The top end is more challenging. The wing may move forward or back to
adjust weight/balance. This movement changes the angle that the strut
meets the wing so the attachment needs to be flexible. I see
that some builders have used a helm joint. This is a simple solution,
but I wonder about the loads on the fitting. The strongest Helm joint
that I could find is rated at 14,000 lbs :
That is a little weaker than the strut.
What are you guys doing ?
John
________________________________________________________________________________
| Subject: | Re: Wing Strut Attachment |
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
Oscar,
I know that you love this stuff, so how about doing all of us non-engineer types
a favor and do the math. I have done my initial w&b and my cabanes definitely
lean back so I am most likely going to need to use a ball joint rod end as well
for connecting at the wing strut end.
And Oscar, FWIW, my daughter is a Junior at Alabama and is a Metallurgical Engineering
major there. I told her that I couldn't even spell metallurgical engineering
without spell check, much less study it. And a 3.3 GPA to boot! (Statics
and Physics beat her up pretty good last semester.)
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477102#477102
________________________________________________________________________________
| Subject: | Re: Wing Strut Attachment |
| From: | "Bill Church" <billspiet(at)sympatico.ca> |
The data posted on Carlson's website definitely appears to be suspect. The raw
material of the struts, 6061-T6 Aluminum has an Ultimate Tensile strength of about
42000 psi, which, when applied on a cross-sectional area of 0.431 square
inches would translate into an ultimate load of just over 18000 pounds (assuming
that the listed 0.431 square inch area is correct.)
The topic of appropriate size for rod ends on lift struts was discussed several
years ago. This link should answer the original question:
http://forums.matronics.com/viewtopic.php?t=50044&start=0
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477106#477106
________________________________________________________________________________
| From: | "Greg Cardinal" <gcardinal(at)comcast.net> |
| Subject: | Wing Strut Attachment |
John,
A rod end bearing was used when the steel struts were replaced with the
Carlson aluminum struts on NX18235. The Aurora HX Series rod-end
bearing is a good choice because it has a wider ball dimension to fit
between the spar strap fitting.
A drilled and tapped =C2=BE=9D square steel bar was inserted in
the strut instead of using the Carlson aluminum block.
When doing the engineering analysis of your assembly pay attention to
the edge loading of the bolt holes that are drilled through the struts
to determine how many bolts to use to secure the strut to the insert.
Greg Cardinal
Minneapolis
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of John C
Black
Sent: Thursday, January 4, 2018 10:15 AM
Subject: Pietenpol-List: Wing Strut Attachment
Today I am worrying about how to attach the Struts.
What are you guys doing to attach the Struts ?
The top Strut fitting is especially challenging.
I am using a Carlson Aircraft extrusion for my struts.
To attach the strut, Carlson sells a 1=9Dx3/4=9D aluminum
extrusion that slides into the end of the strut. Then you bolt it in
place. I cut this extrusion into 8=9D lengths. I put this
8=9D piece in the lathe and end drilled and threaded a 7/16 hole
2=9D deep into the strut.
On the lower end I plan to use this wing strut adjustment fork from
Aircraft Spruce.
https://www.aircraftspruce.com/catalog/appages/strutadjfbsets2.php
The top end is more challenging. The wing may move forward or back to
adjust weight/balance. This movement changes the angle that the strut
meets the wing so the attachment needs to be flexible. I see
that some builders have used a helm joint. This is a simple solution,
but I wonder about the loads on the fitting. The strongest Helm joint
that I could find is rated at 14,000 lbs :
That is a little weaker than the strut.
What are you guys doing ?
John
________________________________________________________________________________
| From: | John C Black <john(at)jcblack.com> |
| Subject: | Re: Wing Strut Attachment |
THANK YOU EVERYONE for great posts, but I still don=99t know
exactly what I should do.
I have read as suggested. learned a lot. I take back
my errors. Thank you again.
Here are the questions that I still have :
1) Is Aluminum 6061-T6 adequate for the 1=9Dx3/4=9D Bar
Stock that inserts into the Carlson Small Strut and is end drilled plus
tapped to accept the 7/16=9D 20 male end fittings ? Or do I need
to use steel which about triples the weight of the Bar Stock ? I get
lost trying to understand if at least 1=9D of 7/16=9D-20
threads in 6061-T6 aluminum is strong enough ? Or Is steel needed ?
2) Does the side wall of the Carlson Small Strut need to be reinforced
? If so, Is it enough to weld aluminum washers at the bolt holes or
should a 3/4=9D or 1=9D plate be welded on that spans all 3
of the 5/16=9D bolts that I plan to use ?
3) Who has a Tension Test machine ? I am beginning to look for a
Tension Test stand. I want to build a test piece and test it to
destruction.
Thank you Ken Bickers for reminding me that the aluminum strut
arrangement probably is adequate if it is stronger than the Sitka Spruce
struts that are flying around.
John
On Jan 4, 2018, at 8:14 AM, John C Black wrote:
Today I am worrying about how to attach the Struts.
What are you guys doing to attach the Struts ?
The top Strut fitting is especially challenging.
I am using a Carlson Aircraft extrusion for my struts.
To attach the strut, Carlson sells a 1=9Dx3/4=9D aluminum
6061-T6 bar that slides into the end of the strut. Then you bolt it in
place. I cut this bar into 8=9D lengths. I put this 8=9D
piece in the lathe and end drilled and tapped a 7/16 hole 2=9D
deep into the strut.
On the lower end I plan to use this wing strut adjustment fork from
Aircraft Spruce.
https://www.aircraftspruce.com/catalog/appages/strutadjfbsets2.php
The top end is more challenging. The wing may move forward or back to
adjust weight/balance. This movement changes the angle that the strut
meets the wing so the attachment needs to be flexible. I see
that some builders have used a helm joint. This is a simple solution,
but I wonder about the loads on the fitting. The strongest Helm joint
that I could find is rated at 14,000 lbs :
That is a little weaker (I was wrong apparently stronger) than
the strut.
What are you guys doing ?
John
________________________________________________________________________________
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
Steve,
What? No pictures? I have never seen a mangled iPad before. ;0)
Congrats on the work that you did get finished. One more small step and youve got
it. Piece of cake!
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477116#477116
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
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DQo+IF8tPSBQaG90b3NoYXJlLCBhbmQgbXVjaCBtdWNoIG1vcmU6DQo+IF8tPQ0KPiBfLT0gICAt
LT4gaHR0cDovL3d3dy5tYXRyb25pY3MuY29tL05hdmlnYXRvcj9QaWV0ZW5wb2wtTGlzdA0KPiBf
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dW1zIQ0KPiBfLT0NCj4gXy09ICAgLS0+IGh0dHA6Ly9mb3J1bXMubWF0cm9uaWNzLmNvbQ0KPiBf
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PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09DQo+IF8tPSAg
ICAgICAgICAgICAtIExpc3QgQ29udHJpYnV0aW9uIFdlYiBTaXRlIC0NCj4gXy09ICBUaGFuayB5
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________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
Pic 2
On Jan 5, 2018 11:47 PM, "Steven Dortch" wrote:
> Pics
>
> On Jan 5, 2018 6:03 PM, "jarheadpilot82"
> wrote:
>
>> jarheadpilot82(at)hotmail.com>
>>
>> Steve,
>>
>> What? No pictures? I have never seen a mangled iPad before. ;0)
>>
>> Congrats on the work that you did get finished. One more small step and
>> you=99ve got it. Piece of cake!
>>
>> --------
>> Semper Fi,
>>
>> Terry Hand
>> Athens, GA
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=477116#477116
>>
>>
>>
>>
>>
>>
===========
===========
===========
===========
===========
>>
>>
>>
>>
________________________________________________________________________________
| Subject: | Re: Wing Strut Attachment |
| From: | "taildrags" <taildrags(at)hotmail.com> |
John; I'm running some calculations to determine where the weakest link is in the
string of things between the wing attachment fitting for the lift strut and
the attachment to the fuselage at the bottom end. I'll post the results here
when I'm done.
In the meantime, I'm intrigued by your mention of building a test stand to load-test
a sample to failure in tension. This is easily done if you want to "backyard"
it. Simple hardware and lumber, but be prepared to be surprised at what
it takes to fail the assembly. Let's just pick one of the numbers that you
threw out there, the Heim joint at 14,000 lbs. If you have some nice heavy-wall
steel pipe out there, you can develop that kind of load by using a 5 ft chunk
of that pipe, mounting one end on something very sturdy using a bolt or other
attachment that will allow the pipe to pivot, and then attaching your test
piece 1 ft away from the pivot end of the pipe. You now have a 4:1 lever and
you can get 14,000 lbs on the test piece by loading the long end of your pipe
with 2800 lbs of "something". One such "something" is a fairly common 2-ton "come-along"
(Maasdam Pow'r-Pull). I have one in my truck. Using a come-along,
you can gradually load the test piece but since you don't know what's going
to fail or when it's going to fail, you should use an extension on the come-along
handle to get you some distance away and put up a plywood shield or something
you can work behind when you conduct the test.
If you have something stronger than pipe, you can make the lever arm longer to
get more advantage. For example, if you have an 8 ft section of steel I-beam,
you could develop a 7:1 advantage and only need to put 1,750 lbs on the long
end, which you can now do with just a 1-ton come-along. If you wanted to know
how much load you were putting on it as you loaded it, you could attach a 200
gallon container to the long end and start filling it with water (8.34 lbs/gal),
with marks on the container to let you know how much load was accumulating.
I know, this is getting ludicrous, but you get the point... you don't need
a special load testing apparatus to run your test.
I prefer to just run the calculations instead of conducting exciting load tests
like this, especially since there are so many Air Campers flying around safely
out there with all sorts of lift strut arrangements.
--------
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=477122#477122
________________________________________________________________________________
| Subject: | Re: Wing Strut Attachment |
| From: | "taildrags" <taildrags(at)hotmail.com> |
John: also, in regard to thread engagement, there are some general rules of thumb
as to how many threads need to be engaged in order for the full strength of
the connection to be developed. The question you're asking has to do with a
steel fastener threading into an aluminum bar, so the question has two answers...
one for the steel fork end fitting and another for the bar it's threaded into.
The *general* rule for a steel part is that it must be engaged at least
1x its diameter in order to develop full strength. The fork end in question has
a 3/8-24 thread, so at least 3/8" has to be engaged in the threads of the mating
part for the fork end to develop its full strength in tension. For a 24
threads-per-inch threading, that would be at least 9 threads engaged.
However, for *aluminum*, the rule of thumb is 1.5x the diameter due to the lower
shear strength of the material. Again for the same thread pitch and diameter,
that would be about 11 threads engaged, or roughly 1/2" of full engagement
for the aluminum bar to receive the full load being transferred to it by the fork
end. More threads are better though ;o)
Speaking of rules for threads in general, the first thread always takes the most
load and it drops off with successive threads as you come out. Here's the theoretical
breakdown as you add threads: 1st thread takes 34%; 1st and second
combined take 57%; 1st, 2nd, and 3rd combined take 73%; 1st through 4th take 84%,
1st through 5th take 91%; 1st through 6th threads take 98%. It would seem,
then, that all you would need is 6 or 7 threads engaged even in aluminum, but
the problem is the shear strength because when a threaded fitting fails by stripping,
once the first thread strips the following ones strip in rapid succession
so it's important to prevent a pull-out failure by thread stripping. If
you've worked in the shop any length of time, you know that sickening feeling
when you're putting some muscle onto a ratchet on a nut and it strips. It all
goes mushy and that fastener is done for.
--------
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=477124#477124
________________________________________________________________________________
| Subject: | Re: Wing Strut Attachment |
| From: | "taildrags" <taildrags(at)hotmail.com> |
John: found just the thing for your test rig: Northern Tool has a 3-ton hydraulic
jack for only $60! No problem developing a couple of thousand pounds of load
on that test rig ;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=477125#477125
________________________________________________________________________________
| From: | helspersew(at)aol.com |
| Subject: | Re: Wing Strut Attachment |
Here is an example that has been flying for 7 years. Upper strut attachment. Carlson
"small" strut, and Mcmaster-Carr 7071 alloy insert, with two AN4 bolts.
Dan Helsper
Loensloe Airfield
Puryear, TN
________________________________________________________________________________
| Subject: | Re: Wing Strut Attachment |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Ive taken a look at the forces in the wing lift struts of the Air Camper. To run
the analysis, Ive used the dimensions given in the Orrin Hoopman (1933-34)
plans to create the geometry, but theres not a lot of difference in any of the
others that are commonly used. The main lift strut length is given as 89-3/4
between the bolt holes, the front cabane length is given as 21-1/4, and the distance
from the cabane mounting point to the lift strut mounting point at the
bottom of the fuselage side is 22-3/4, so that side of the triangle is 44. With
those two dimensions, we find that the angle that the lift strut makes with
the bottom of the wing is 29.4 degrees.
Assuming an aircraft gross weight of 1,088 lb and a design loading of +3.8G (normal
category aircraft), we get a total load to be supported by the wing of 4,134
lb, and each half of the wing thus has to support 2,067 lb. According to
the source quoted in my spar strength article in the BPA Newsletter (Noel Becars
analysis in a 1963 Sport Aviation), the main spar in a strut-braced monoplane
at a high positive angle of attack carries about 84% of the total load, so
that results in 1,737 lbs that each front lift strut carries.
If the load on the spar where the lift strut attaches is 1,737 lbs and the strut
is at an angle of 29.4 degrees to the wing, the tensile force in the strut will
be 1737/(sin 29.4) = 3,538 lbs. This is the force that every element in the
lift strut assembly must meet or exceed in order for the wing to sustain +3.8G
loading.
Lets start with the item that everybody is asking about, which is the small Carlson
extruded aluminum strut itself. I have graphically checked the value that
Carlson gives for the cross-sectional area of aluminum material in the strut,
0.431 sq.in., and my number comes very close to theirs so Ill use theirs. Assuming
that there are no obvious stress concentrating aspects of the cross-section
and that it all gets evenly loaded by transfer from the attachments at the
ends, and that the tensile strength of 6061-T6 aluminum is 45,000 psi, the
strut should be able to carry a tensile load of 19,395 lbs. The Carlson literature
gives it as 18,012 lbs so well use their number. This is about 5 times
more than what it will need to carry at +3.8 G of wing loading. The shape is
important in the other regime of *negative* G loading (compression) and in bending,
but thats a separate topic from just the loading in tension under wing lifting
condition. I agree with the person who stated that the information that
Carlson gives about round aluminum tubing is confusing and of no use in strength
analysis. They compare their strut to a 12.75 diameter, 0.065 wall tube...
absurd. The closest match to their strut and a round tube with that wall thickness
is a 2-1/4 OD 6061-T6 tube, which has a metal area of 0.446 sq.in., a
weight of 0.533 lb/lin.ft., and a tensile strength of 20,079 lb. It is obvious
by inspection that the Carlson strut will have significantly lower aerodynamic
drag than a round 2-1/4 tube, which along with cost is just about the only
useful comparison between the two.
Moving along the strut to the ends, the fork ends wont be a problem... with nominal
AN6 ends (3/8) and 125,000 psi steel strength, theyre good for at least 13-14,000
pounds in tension... about 4 times the needed strength. The catalog
touts them as high strength, but no strength value is given. The Heim ends appear
to have the same strength in tension as the forks, so they shouldnt be a
problem either.
The trickiest part is the attachment between the fork (or Heim) ends and the lift
strut. Looking at the 1 x 3/4 6061-T6 bar that Carlson uses, when undrilled
it has a cross-sectional area of 0.75 sq.in. so its good for about 33,750 pounds
in tension but at the spot where the first mounting hole is drilled through
it to attach it to the strut, the cross-sectional area is reduced to about
0.5625 sq.in. and the capacity drops to 25,312 pounds. Still about 7 times whats
needed. The aluminum bar is just fine; steel is not necessary.
Where the fork ends are threaded into the bar stock, the edge distance of the hole
in the end of the bar is about 3/16 on the short side, so that shouldnt be
a limiting factor. If a sufficient number of threads of the fork end are engaged
into the threaded hole in the bar, that wont be the weak point either. The
problem then comes down to the end of the bar that slides up into the hollow
end of the strut and how the two are connected. Since the bar is much thicker
than the wall of the lift strut, the weakest point of the connection is at
the mounting bolt holes through the sides of the strut. Although there are rigorous
methods for determining the load distribution between the bolts in a multi-bolt
connection, a fairly safe assumption in this case is that if the bolts
are not placed too close to one another or too close to the edges of the material,
at ultimate loading all of the bolts will be carrying about the same amount
of load. Lets look at the load at the bolt holes through the strut wall
nearest to the end of the strut. There is no need to look at shear strength of
the AN4 connecting bolts.... they will be far stronger in shear than the thin
walls of the strut.
There are at least two possible modes of failure at the connecting bolts but Ill
look only at shear out of the bolt, where the steel bolt pulls or tends to elongate
the hole in the softer aluminum as it yields. In that mode, the force
that the bolt can carry before the hole in the aluminum shears out is equal to
the shear strength of the material (extruded 6061-T6 is about 24,000 psi) times
the area that the bolt bears on. For AN4 bolts and a strut wall thickness
of 0.119 at its thinnest point, with the first bolt in the row being about 3/4
from the end of the strut (such as in the image Piet_construction_449.jpg that
Dan Helsper shared earlier), that works out to about 8,568 lbs for the first
bolt in the row. That one alone should be able to carry twice the required
load, so two bolts through each end of the strut should be more than adequate
but if they give you three holes, use three bolts. The distance of the first
bolt hole from the end of the strut is very important though... if the edge distance
is reduced from 3/4 to 1/2 (for example), the pull-out load drops to about
5,712 lbs... only about 1.6 times the required capacity. With at least two
attachment bolts, the connection should be adequate, but by all means keep the
first bolt hole comfortably away from the end of the strut.
--------
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=477134#477134
________________________________________________________________________________
| From: | John C Black <john(at)jcblack.com> |
| Subject: | Re: Wing Strut Attachment |
Oscar,
WELL DONE !!
Thank God you are interested in Pietenpols !!
This really helps.
John
PS Regarding doing a destruction test to confirm I think I have borrowed 6 Jersey
barriers weighing about 2 tons each to anchor my test piece to the ground.
Several guys around here have cranes and other construction equip that can lift
10 tons. Creating a test piece is no problem. The problem is how to measure
how much force is being applied as we lift. Some cranes estimate force.
All this is crude. Im trying to find a universtity that has a machine set up
to do this with some accuracy.
On Jan 6, 2018, at 3:45 PM, taildrags wrote:
Ive taken a look at the forces in the wing lift struts of the Air Camper. To run
the analysis, Ive used the dimensions given in the Orrin Hoopman (1933-34)
plans to create the geometry, but theres not a lot of difference in any of the
others that are commonly used. The main lift strut length is given as 89-3/4
between the bolt holes, the front cabane length is given as 21-1/4, and the distance
from the cabane mounting point to the lift strut mounting point at the
bottom of the fuselage side is 22-3/4, so that side of the triangle is 44. With
those two dimensions, we find that the angle that the lift strut makes with
the bottom of the wing is 29.4 degrees.
Assuming an aircraft gross weight of 1,088 lb and a design loading of +3.8G (normal
category aircraft), we get a total load to be supported by the wing of 4,134
lb, and each half of the wing thus has to support 2,067 lb. According to
the source quoted in my spar strength article in the BPA Newsletter (Noel Becars
analysis in a 1963 Sport Aviation), the main spar in a strut-braced monoplane
at a high positive angle of attack carries about 84% of the total load, so
that results in 1,737 lbs that each front lift strut carries.
If the load on the spar where the lift strut attaches is 1,737 lbs and the strut
is at an angle of 29.4 degrees to the wing, the tensile force in the strut will
be 1737/(sin 29.4) = 3,538 lbs. This is the force that every element in the
lift strut assembly must meet or exceed in order for the wing to sustain +3.8G
loading.
Lets start with the item that everybody is asking about, which is the small Carlson
extruded aluminum strut itself. I have graphically checked the value that
Carlson gives for the cross-sectional area of aluminum material in the strut,
0.431 sq.in., and my number comes very close to theirs so Ill use theirs. Assuming
that there are no obvious stress concentrating aspects of the cross-section
and that it all gets evenly loaded by transfer from the attachments at the
ends, and that the tensile strength of 6061-T6 aluminum is 45,000 psi, the
strut should be able to carry a tensile load of 19,395 lbs. The Carlson literature
gives it as 18,012 lbs so well use their number. This is about 5 times
more than what it will need to carry at +3.8 G of wing loading. The shape is
important in the other regime of *negative* G loading (compression) and in bending,
but thats a separate topic from just the loading in tension under wing lifting
condition. I agree with th!
e person who stated that the information that Carlson gives about round aluminum
tubing is confusing and of no use in strength analysis. They compare their
strut to a 12.75 diameter, 0.065 wall tube... absurd. The closest match to their
strut and a round tube with that wall thickness is a 2-1/4 OD 6061-T6 tube,
which has a metal area of 0.446 sq.in., a weight of 0.533 lb/lin.ft., and a
tensile strength of 20,079 lb. It is obvious by inspection that the Carlson strut
will have significantly lower aerodynamic drag than a round 2-1/4 tube, which
along with cost is just about the only useful comparison between the two.
Moving along the strut to the ends, the fork ends wont be a problem... with nominal
AN6 ends (3/8) and 125,000 psi steel strength, theyre good for at least 13-14,000
pounds in tension... about 4 times the needed strength. The catalog
touts them as high strength, but no strength value is given. The Heim ends appear
to have the same strength in tension as the forks, so they shouldnt be a
problem either.
The trickiest part is the attachment between the fork (or Heim) ends and the lift
strut. Looking at the 1 x 3/4 6061-T6 bar that Carlson uses, when undrilled
it has a cross-sectional area of 0.75 sq.in. so its good for about 33,750 pounds
in tension but at the spot where the first mounting hole is drilled through
it to attach it to the strut, the cross-sectional area is reduced to about
0.5625 sq.in. and the capacity drops to 25,312 pounds. Still about 7 times whats
needed. The aluminum bar is just fine; steel is not necessary.
Where the fork ends are threaded into the bar stock, the edge distance of the hole
in the end of the bar is about 3/16 on the short side, so that shouldnt be
a limiting factor. If a sufficient number of threads of the fork end are engaged
into the threaded hole in the bar, that wont be the weak point either. The
problem then comes down to the end of the bar that slides up into the hollow
end of the strut and how the two are connected. Since the bar is much thicker
than the wall of the lift strut, the weakest point of the connection is at
the mounting bolt holes through the sides of the strut. Although there are rigorous
methods for determining the load distribution between the bolts in a multi-bolt
connection, a fairly safe assumption in this case is that if the bolts
are not placed too close to one another or too close to the edges of the material,
at ultimate loading all of the bolts will be carrying about the same amount
of load. Lets look at the load at !
the bolt holes through the strut wall nearest to the end of the strut. There is
no need to look at shear strength of the AN4 connecting bolts.... they will
be far stronger in shear than the thin walls of the strut.
There are at least two possible modes of failure at the connecting bolts but Ill
look only at shear out of the bolt, where the steel bolt pulls or tends to elongate
the hole in the softer aluminum as it yields. In that mode, the force
that the bolt can carry before the hole in the aluminum shears out is equal to
the shear strength of the material (extruded 6061-T6 is about 24,000 psi) times
the area that the bolt bears on. For AN4 bolts and a strut wall thickness
of 0.119 at its thinnest point, with the first bolt in the row being about 3/4
from the end of the strut (such as in the image Piet_construction_449.jpg that
Dan Helsper shared earlier), that works out to about 8,568 lbs for the first
bolt in the row. That one alone should be able to carry twice the required
load, so two bolts through each end of the strut should be more than adequate
but if they give you three holes, use three bolts. The distance of the first
bolt hole from the end of the strut i!
s very important though... if the edge distance is reduced from 3/4 to 1/2 (for
example), the pull-out load drops to about 5,712 lbs... only about 1.6 times
the required capacity. With at least two attachment bolts, the connection should
be adequate, but by all means keep the first bolt hole comfortably away from
the end of the strut.
--------
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=477134#477134
________________________________________________________________________________
| From: | "Clif Dawson" <cdawson5854(at)shaw.ca> |
| Subject: | Re: Wing Strut Attachment |
Now if the rest of our beloved beast matched these figures ----- goodby
Sukhoi. :-)
Attached are pics of my strut ends and the jury struts on my Hemlock struts.
Just for comparison, you understand.
Clif
"Hell, there are no rules here; we're trying to accomplish something."
(Thomas Edison)
Handle every Stressful situation like a dog.
If you can't eat it or play with it,
Piss on it and walk away.
I?Tve taken a look at the forces in the wing lift struts of the Air Camper.
To run the analysis, I?Tve used the dimensions given in the Orrin Hoopman
(1933-34) plans to create the geometry, but there?Ts not a lot of
difference in any of the others that are commonly used. The main lift strut
length is given as 89-3/4? between the bolt holes, the front cabane length
is given as 21-1/4?, and the distance from the cabane mounting point to
the lift strut mounting point at the bottom of the fuselage side is
22-3/4?, so that side of the triangle is 44?. With those two
dimensions, we find that the angle that the lift strut makes with the bottom
of the wing is 29.4 degrees.
Assuming an aircraft gross weight of 1,088 lb and a design loading of +3.8G
(normal category aircraft), we get a total load to be supported by the wing
of 4,134 lb, and each half of the wing thus has to support 2,067 lb.
According to the source quoted in my spar strength article in the BPA
Newsletter (Noel Becar?Ts analysis in a 1963 Sport Aviation), the main spar
in a strut-braced monoplane at a high positive angle of attack carries about
84% of the total load, so that results in 1,737 lbs that each front lift
strut carries.
If the load on the spar where the lift strut attaches is 1,737 lbs and the
strut is at an angle of 29.4 degrees to the wing, the tensile force in the
strut will be 1737/(sin 29.4) = 3,538 lbs. This is the force that every
element in the lift strut assembly must meet or exceed in order for the wing
to sustain +3.8G loading.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
________________________________________________________________________________
| From: | "(null) raykrause" <raykrause(at)frontiernet.net> |
| Subject: | Re: Wing Strut Attachment |
Oscar,
THANKS! Well done and well presented. Now I feel more confident that my win
g will stay on the SkyScout as it flies for the first time!
Here's how I approached my attach point of the strut to the wing.
Sent from my iPad
On Jan 6, 2018, at 7:32 PM, Clif Dawson wrote:
Now if the rest of our beloved beast matched these figures ----- goodby Sukh
oi. :-)
Attached are pics of my strut ends and the jury struts on my Hemlock struts.
Just for comparison, you understand.
Clif
"Hell, there are no rules here; we're trying to accomplish something." (Thom
as Edison)
Handle every Stressful situation like a dog.
If you can't eat it or play with it,
Piss on it and walk away.
I=C3=A2?Tve taken a look at the forces in the wing lift struts of the Air Ca
mper. To run the analysis, I=C3=A2?Tve used the dimensions given in the Orri
n Hoopman (1933-34) plans to create the geometry, but there=C3=A2?Ts not a l
ot of difference in any of the others that are commonly used. The main lift
strut length is given as 89-3/4=C3=A2?=C2=9D between the bolt holes, the fr
ont cabane length is given as 21-1/4=C3=A2?=C2=9D, and the distance from the
cabane mounting point to the lift strut mounting point at the bottom of the
fuselage side is 22-3/4=C3=A2?=C2=9D, so that side of the triangle is 44=C3
=A2?=C2=9D. With those two dimensions, we find that the angle that the lift
strut makes with the bottom of the wing is 29.4 degrees.
Assuming an aircraft gross weight of 1,088 lb and a design loading of +3.8G (
normal category aircraft), we get a total load to be supported by the wing o
f 4,134 lb, and each half of the wing thus has to support 2,067 lb. Accordin
g to the source quoted in my spar strength article in the BPA Newsletter (No
el Becar=C3=A2?Ts analysis in a 1963 Sport Aviation), the main spar in a str
ut-braced monoplane at a high positive angle of attack carries about 84% of t
he total load, so that results in 1,737 lbs that each front lift strut carri
es.
If the load on the spar where the lift strut attaches is 1,737 lbs and the s
trut is at an angle of 29.4 degrees to the wing, the tensile force in the st
rut will be 1737/(sin 29.4) = 3,538 lbs. This is the force that every ele
ment in the lift strut assembly must meet or exceed in order for the wing to
sustain +3.8G loading.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
________________________________________________________________________________
| Subject: | Re: Wing Strut Attachment |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Clif; those are beautiful struts and fittings there! Now, just for comparison
you understand, let's look at Western hemlock. Common references for mechanical
properties of hemlock show a modulus of rupture as being 11,300 psi and many
references estimate that the ultimate tensile strength of wood in the direction
parallel to the grain is 80% of the modulus of rupture, so about 9,040 psi.
Your struts look like they are somewhat larger than the Carlson small extruded
aluminum struts but I've got the data for those so I'll use what I've got.
The cross-sectional area of the aluminum strut is 1.8603 sq.in., so a solid
Hemlock strut with the same outside dimensions as the Carlson strut should be
able to carry a tension load of some 16,800 lbs.
I doubt that your struts are under-built. If you can catch the Sukhoi, see if
you can out-maneuver it ;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=477155#477155
________________________________________________________________________________
| Subject: | Re: Wing Strut Attachment |
| From: | "taildrags" <taildrags(at)hotmail.com> |
John; many cranes have a scale rigged right into the hoist cable. Some with digital
readout, some with remote readout in the operator cab. If you know people
with cranes, I'm sure they have scales.
You can also epoxy a strain gauge onto a section of bar stock of known cross-sectional
area, placing it inline with your hoist using clevis eyes or something
simple. You could read out, collect, and graph the load data as you test the
piece, but what for? Unless you wanted to optimize the design in order to whittle
the weight down to the bare minimum (like if you were building something
for a nonstop, unrefueled circumnavigation of the earth and were looking for
ounces here and there), close enough is good enough and a little bit extra is
better than not enough ;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=477156#477156
________________________________________________________________________________
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
Steve,
I much!!
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477166#477166
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
started to put the sides of my fuselage together. with a lot of imagination its
starting to look a little like an airplane
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477256#477256
Attachments:
http://forums.matronics.com//files/fuse_fit_together_196.jpg
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | Kip Gardner <kipgohio1957(at)gmail.com> |
For a variety of reasons, I am in the process of selling my full-scale Piet project,
and am planning on starting on a Ragwing version, so Ill be interested in
following your progress. I will probably make the Heath Parasol version, just
because I like the lines of the tail feathers and wings. Roughly half of the
Ragwing designs are essentially the same plane with variations on empennage
lines, outer wing shape and wing attachment. I will probably build it to register
as a LSA so that i dont have to be excessively concerned about weight (also,
my life insurance policy specifically excludes death by ultralight accident,
but its OK if i die in a certificated, registered aircraft). I only weigh
135 lbs. so a little extra weight in the aircraft for instruments, brakes, etc.
is no big deal.
Kip Gardner
> On Jan 12, 2018, at 9:09 PM, cdlwingnut wrote:
>
>
> started to put the sides of my fuselage together. with a lot of imagination its
starting to look a little like an airplane
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=477256#477256
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/fuse_fit_together_196.jpg
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
Kip
I have the plans for both the Heath and the Ultra-piet
I went with the piet for both the pietenpol look and because i think it looks a
little sturdier, there's a little more plywood in it
the heath does look easier to build though,
either way keep in touch i'd love to hear how the build goes and how it flies
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477264#477264
________________________________________________________________________________
| Subject: | Corrosion Treating the Inside of the Cabanes and Diagonals |
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
I have built my cabanes and diagonals, and I choses to use 4130 Chromoly streamlined
tubing as opposed to aluminum or wood. I want to corrosion treat the inside
of the cabanes and am looking for suggestions. Steve D, I know you mentioned
using CorrosionX on your Bonanza. Which version? How would you apply to the
inside of the tubes?
Thanks in advance for the suggestions.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477366#477366
Attachments:
http://forums.matronics.com//files/unadjustednonraw_thumb_5e88_236.jpg
http://forums.matronics.com//files/cabanes_2_182.jpg
http://forums.matronics.com//files/cabanes_1_113.jpg
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
| Subject: | Re: Corrosion Treating the Inside of the Cabanes and Diagonals |
On my struts here is what I did on my steel cut down piper cub struts:
*I stripped and derusted the outside. (I found wrapping them in aluminum
foil while coated with stripper worked best. followed by steel wool. *
*Then rustoleum self etching primer and White Rustoleum auto paint
(rattlecan) *
*Then I Then put a tiny light inside one end and took a look. Some rust
but **nothing** bad. This plane was kept indoors. *
*Then i plugged one end (with the threaded attachement) *
*Bought Boiled Linseed oil (($19 per gallon, I would have preferred raw as
it does not harden, but boiled is good also.) *
*Heated the linseed oil up (in a big pot of water on a outdoor propane
burner) to about 150F *
*Used a funnel and hose to pour it inside each strut. (I put in way more
than needed, but it is cheap) *
*Plugged the holes with my gloved fingers and Rolled the struts all over
the axis for about 5 minutes each. You could hear it slosh. *
*Poured most out, but left some in and leaned them in the corner waiting to
go to the airport. *
*I will "reslosh" before I put them on. *
*I put the extra back in the gallon can, so now I have 7/8ths of a gallon
left. Too bad it cannot be used with Latex paint. *
*I decided not to do the AD required for a Piper cub. Using a Maule Fabric
tester on it for 2 reasons, 1. It beats up a $300 dollar Maule fabric
tester and 2. It beats up your strut. THis test is where you put graph
paper on the bottom end of the strut and punch the strut in each square,
thin wall dents. ** My IA buddy really doesn'tlike this test. I bought
a** ultrasonic
metal thinckness tester and used that. My IA later traded me out of it. *
*Why linseed oil and not the newer oils? I looked at CorrosionX, LPS, ACF50
and several other products. None seemed to do much more than what the
Linseed oil would do. It flows in well and (especially heated) fills all
the little crevaces and seals holes. Then it hardens, first as it cools and
then more as it ages, to a waxy oxygen barrier. (Raw stays more waxy,
Boiled eventually gets hard.) So no more rust production without O2. I
can retreat about 8 times, Cheap and predictable results. *
*That was several years ago. I still have Linseed oil slowly seeping out.
BTW If you get linseed oil on your old suburban upholstery It will not come
out for love or money!*
*On most items, If I think I see corrosion somewhere I tend to spray with
Corrosion X aviation (Stops corrosion dead), and sometimes follow with LPS
3 (Waxy and water resistant.)*
*Blue Skies, Steve D *
On Wed, Jan 17, 2018 at 8:42 AM, jarheadpilot82
wrote:
> jarheadpilot82(at)hotmail.com>
>
> I have built my cabanes and diagonals, and I choses to use 4130 Chromoly
> streamlined tubing as opposed to aluminum or wood. I want to corrosion
> treat the inside of the cabanes and am looking for suggestions. Steve D, I
> know you mentioned using CorrosionX on your Bonanza. Which version? How
> would you apply to the inside of the tubes?
>
> Thanks in advance for the suggestions.
>
> --------
> Semper Fi,
>
> Terry Hand
> Athens, GA
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=477366#477366
>
>
> Attachments:
>
> http://forums.matronics.com//files/unadjustednonraw_thumb_5e88_236.jpg
> http://forums.matronics.com//files/cabanes_2_182.jpg
> http://forums.matronics.com//files/cabanes_1_113.jpg
>
>
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Glen Schweizer <glenschweizer(at)yahoo.com> |
| Subject: | Re: Corrosion Treating the Inside of the Cabanes and Diagonals |
In the old days as you probably know boiled linseed oil was put inside tubes. A
hole was put in bottom for drainage and plugged with a screw. Worked pretty well
actually. I come across Stearman and cub structures quite often60+years old
no rust. Messy icky stuff cause it drips for months or maybe years. It always
amazes me how well old technology works. I dont think anyone back then was
planning on any of the old airplanes lasting 70 years
> On Jan 17, 2018, at 6:42 AM, jarheadpilot82 wrote:
>
>
> I have built my cabanes and diagonals, and I choses to use 4130 Chromoly streamlined
tubing as opposed to aluminum or wood. I want to corrosion treat the inside
of the cabanes and am looking for suggestions. Steve D, I know you mentioned
using CorrosionX on your Bonanza. Which version? How would you apply to the
inside of the tubes?
>
> Thanks in advance for the suggestions.
>
> --------
> Semper Fi,
>
> Terry Hand
> Athens, GA
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=477366#477366
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/unadjustednonraw_thumb_5e88_236.jpg
> http://forums.matronics.com//files/cabanes_2_182.jpg
> http://forums.matronics.com//files/cabanes_1_113.jpg
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
I removed from the jig and flipped the fuselage over to glue in more members still
rechecking to make sure it's square
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477385#477385
Attachments:
http://forums.matronics.com//files/r_side_up_2_124.jpg
http://forums.matronics.com//files/r_side_up_458.jpg
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
On my certified plane I have an Ameriking 450 ELT. It just had an AD put
out on it taking it out of service at my next inspection. Since we are
Experimental, could I use it in my Pietenpol?
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
Correction, The AD simply states how it must be inspected and if anything
goes wrong, It must be replaced and cannot be repaired. Also that type of
ELT can no longer be installed in certified aircraft. It is the AmeriKing
450 and 451.
Perhaps some cheap ones will come on the market.
On Wed, Jan 17, 2018 at 8:04 PM, Steven Dortch
wrote:
> On my certified plane I have an Ameriking 450 ELT. It just had an AD put
> out on it taking it out of service at my next inspection. Since we are
> Experimental, could I use it in my Pietenpol?
>
> --
> Blue Skies,
> Steve D
>
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Joe Street <jstreet(at)uwaterloo.ca> |
| Subject: | Re: Corrosion Treating the Inside of the Cabanes and Diagonals |
Back in the WW1 era they used to put raw linseed oil inside welded steel
frames to 'passivate' the welds. Turns out raw (not boiled) linseed oil
is an oxygen getter. Maybe they knew something back then. When one of
those old birds turns up in a barn moth eaten, the frames are often in
surprisingly good shape. When my '92 honda civic rusted at the back of
the rear wheel wells (as they all did due to a drainage issue for
condensation inside) I welded new metal in there and sprayed raw linseed
oil over the area. It never rusted again despite driving in Canadian
winters till the car was 14yrs old and had 300,000km on it when I tossed it.
________________________________________________________________________________
| Subject: | Re: Corrosion Treating the Inside of the Cabanes and Diagonals |
| From: | "at7000ft" <at7000ft(at)gmail.com> |
Beautiful work on your welded fuselage Terry. Concerning the flying struts, one
thing that makes me feel better when flying mine and pulling a few Gs is the
old Pietenpol fable (which may be true) that Bernard said that he designed the
Piet so the flying wires between the struts will fully support the wings in flight
even if all four struts fall off. And its not that hard to believe since
at a 1100 lb gross weight each of the four cables would only have to support
275 lbs. Redundancy you don't get with a Cub or most other high wing with flying
strut designs.
Rick Holland
--------
Rick Holland
NX6819Z
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477456#477456
________________________________________________________________________________
| From: | Elizabeth Cooper <eacooper9(at)yahoo.com> |
| Subject: | Re: Corrosion Treating the Inside of the Cabanes and |
Diagonals
--------------------------------------------
On Wed, 1/17/18, jarheadpilot82 wrote:
Subject: Pietenpol-List: Corrosion Treating the Inside of the Cabanes and Diagonals
To: pietenpol-list(at)matronics.com
Date: Wednesday, January 17, 2018, 9:42 AM
"jarheadpilot82"
I have built my cabanes and diagonals,
and I choses to use 4130 Chromoly streamlined tubing as
opposed to aluminum or wood. I want to corrosion treat the
inside of the cabanes and am looking for suggestions. Steve
D, I know you mentioned using CorrosionX on your Bonanza.
Which version? How would you apply to the inside of the
tubes?
Thanks in advance for the suggestions.
--------
Semper Fi,
Terry Hand
Athens, GA
Hi Terry, Linseed oil absorbs water. The whole reason behind boiled linseed oil
is that it drives out the moisture, so you have only pure oil. Unfortunately,
once you have opened the can, it begins the absorption process all over again.
As it is stored, it collects more and more moisture. If you intend to reuse
what you returned to the container it should be boiled once again to remove
that water. Beautiful job on the welding. Keep up the good work. Be good,
R. Scott Bartko Low and slow with the top down
________________________________________________________________________________
| Subject: | Re: Corrosion Treating the Inside of the Cabanes and Diagonals |
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
Rick,
I would love to take credit for the beautiful welds, and they are beautiful. However,
my welding skills are extremely puny, so I found a great welder in town.
David owns a custom bicycle business. I figured that, since he uses 4130 chromoly
on many
of his bike frames and he tig welds, he would be a good source, and he has actually
been a great one.
If any of you out there are looking for a welder, you might try going the same
route I did. See if there is a custom bicycle shop or similar in your town. It
worked for me.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477463#477463
________________________________________________________________________________
| From: | Semih Oksay <semihoksay(at)gmail.com> |
| Subject: | Re: Pietenpol-List Digest: 3 Msgs - 01/19/18 |
Hi Rick
Please take the angles into account while calculating loads on wires in
between the lift struts.=8B My struts are carbon fiber reinforced
plywood+wood and I used 2200 lb turnbuckles, hoping my calc is correct.
Regards
Semih Oksay
Istanbul - Turkey
On Sat, Jan 20, 2018 at 10:40 AM, Pietenpol-List Digest Server <
pietenpol-list(at)matronics.com> 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 18-01-19&Archive=Pietenpol
>
> Text Version:
>
> http://www.matronics.com/digest/digestview.php?Style
> 82701&View=txt&Chapter 18-01-19&Archive=Pietenpol
>
>
> ========================
=======================
> EMail Version of Today's List Digest Archive
> ========================
=======================
>
>
> ----------------------------------------------------------
> Pietenpol-List Digest Archive
> ---
> Total Messages Posted Fri 01/19/18: 3
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 11:20 AM - Re: Corrosion Treating the Inside of the Cabanes and
> Diagonals (at7000ft)
> 2. 09:52 PM - Re: Corrosion Treating the Inside of the Cabanes and
> Diagonals (Elizabeth Cooper)
> 3. 10:08 PM - Re: Corrosion Treating the Inside of the Cabanes and
> Diagonals (jarheadpilot82)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Subject: Pietenpol-List: Re: Corrosion Treating the Inside of the Cabanes
> and Diagonals
> From: "at7000ft" <at7000ft(at)gmail.com>
>
>
> Beautiful work on your welded fuselage Terry. Concerning the flying
> struts, one
> thing that makes me feel better when flying mine and pulling a few Gs is
> the
> old Pietenpol fable (which may be true) that Bernard said that he designe
d
> the
> Piet so the flying wires between the struts will fully support the wings
> in flight
> even if all four struts fall off. And its not that hard to believe since
> at a 1100 lb gross weight each of the four cables would only have to
> support
> 275 lbs. Redundancy you don't get with a Cub or most other high wing with
> flying
> strut designs.
>
> Rick Holland
>
> --------
> Rick Holland
> NX6819Z
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=477456#477456
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> From: Elizabeth Cooper <eacooper9(at)yahoo.com>
> Subject: Re: Pietenpol-List: Corrosion Treating the Inside of the Cabanes
> and
> Diagonals
>
>
> --------------------------------------------
> On Wed, 1/17/18, jarheadpilot82 wrote:
>
> Subject: Pietenpol-List: Corrosion Treating the Inside of the Cabanes an
d
> Diagonals
> To: pietenpol-list(at)matronics.com
> Date: Wednesday, January 17, 2018, 9:42 AM
>
> "jarheadpilot82"
>
> I have built my cabanes and diagonals,
> and I choses to use 4130 Chromoly streamlined tubing as
> opposed to aluminum or wood. I want to corrosion treat the
> inside of the cabanes and am looking for suggestions. Steve
> D, I know you mentioned using CorrosionX on your Bonanza.
> Which version? How would you apply to the inside of the
> tubes?
>
> Thanks in advance for the suggestions.
>
> --------
> Semper Fi,
>
> Terry Hand
> Athens, GA
>
>
> Hi Terry, Linseed oil absorbs water. The whole reason behind boiled
> linseed oil
> is that it drives out the moisture, so you have only pure oil.
> Unfortunately,
> once you have opened the can, it begins the absorption process all over
> again.
> As it is stored, it collects more and more moisture. If you intend to
> reuse
> what you returned to the container it should be boiled once again to remo
ve
> that water. Beautiful job on the welding. Keep up the good work. Be
> good,
> R. Scott Bartko Low and slow with the top down
>
>
> ________________________________ Message 3
> _____________________________________
>
>
> Subject: Pietenpol-List: Re: Corrosion Treating the Inside of the Cabanes
> and Diagonals
> From: "jarheadpilot82" <jarheadpilot82(at)hotmail.com>
>
>
> Rick,
>
> I would love to take credit for the beautiful welds, and they are
> beautiful. However,
> my welding skills are extremely puny, so I found a great welder in town.
> David owns a custom bicycle business. I figured that, since he uses 4130
> chromoly
> on many
> of his bike frames and he tig welds, he would be a good source, and he
> has actually
> been a great one.
>
> If any of you out there are looking for a welder, you might try going the
> same
> route I did. See if there is a custom bicycle shop or similar in your
> town. It
> worked for me.
>
> --------
> Semper Fi,
>
> Terry Hand
> Athens, GA
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=477463#477463
>
>
===========
===========
===========
===========
===========
>
>
--
Semih Oksay
________________________________________________________________________________
| Subject: | West Coast Piet Fly-in 2018 |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Since nothing else seems to be happening on this list at the moment, I thought
I'd throw out an inquiry to see if the West Coast event at Frazier Lake Airpark
is going to be held this year? I know Gary Boothe has been the main organizer,
but I think he's gotten busy working on a cabin up in the Bitterroot Mountains
or somewhere. If things held true to form the fly-in would be held June
1 and 2, the first weekend in June this year.
It has been a pretty mild winter out here in Southern Oregon so far this year and
the days have already started getting longer (since December 21) and the average
low temperatures bottomed out and have started climbing a degree a week,
or so. Spring may be early this year if the pattern continues.
--------
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=477586#477586
________________________________________________________________________________
| From: | Chris Tracy <catdesigns(at)att.net> |
| Subject: | Re: West Coast Piet Fly-in 2018 |
Yes it is.
=C2-And you should actually show up one of these days.=C2-
Chris
Sent from Yahoo Mail on Android
On Thu, Jan 25, 2018 at 8:09 PM, taildrags wrote:
Since nothing else seems to be happening on this list at the moment, I thou
ght I'd throw out an inquiry to see if the West Coast event at Frazier Lake
Airpark is going to be held this year?=C2- I know Gary Boothe has been t
he main organizer, but I think he's gotten busy working on a cabin up in th
e Bitterroot Mountains or somewhere.=C2- If things held true to form the
fly-in would be held June 1 and 2, the first weekend in June this year.
It has been a pretty mild winter out here in Southern Oregon so far this ye
ar and the days have already started getting longer (since December 21) and
the average low temperatures bottomed out and have started climbing a degr
ee a week, or so.=C2- Spring may be early this year if the pattern contin
ues.
--------
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=477586#477586
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
| Subject: | Re: West Coast Piet Fly-in 2018 |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Chris; I'm actually building up my courage to go. After successfully flying up
to the Independence eclipse fly-in last year (150nm each way), I think I might
be able to hack the flight to Frazier Lake (332nm each way). I may stop overnight
in SAC and split it up into a couple of days.
--------
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=477601#477601
________________________________________________________________________________
| From: | Chris Tracy <catdesigns(at)att.net> |
| Subject: | Re: West Coast Piet Fly-in 2018 |
A stop in Lincoln would be good. We know that we can fit two Piets in Gary'
s hangar.=C2-
Sent from Yahoo Mail on Android
On Fri, Jan 26, 2018 at 9:09 AM, taildrags wrote:
Chris; I'm actually building up my courage to go.=C2- After successfully
flying up to the Independence eclipse fly-in last year (150nm each way), I
think I might be able to hack the flight to Frazier Lake (332nm each way).
=C2- I may stop overnight in SAC and split it up into a couple of days.
--------
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=477601#477601
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
| From: | Glen Schweizer <glenschweizer(at)yahoo.com> |
| Subject: | Re: West Coast Piet Fly-in 2018 |
Ya know,Oscar,I might be able to fly high cover in my 172
> On Jan 26, 2018, at 11:52 AM, Chris Tracy wrote:
>
> A stop in Lincoln would be good. We know that we can fit two Piets in Gary
's hangar.
>
> Sent from Yahoo Mail on Android
>
> On Fri, Jan 26, 2018 at 9:09 AM, taildrags
> wrote:
>
> Chris; I'm actually building up my courage to go. After successfully flyi
ng up to the Independence eclipse fly-in last year (150nm each way), I think
I might be able to hack the flight to Frazier Lake (332nm each way). I may
stop overnight in SAC and split it up into a couple of days.
>
> --------
> 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=477601#477601
>
>
>
>
>
>
> http://www.matronics.com/Navigator?Pietenpol-Li; - MATRONICS WEB FO
RUMS -
> http://forums.matronbsp; - NEW MATRONICS LIST WIKI -
> http://wiki.matronics.com
sp; - List Contribution Web Site -
> http://www.matronics.com/contributi=============
========
>
>
>
________________________________________________________________________________
| From: | vic groah <vicgroah(at)gmail.com> |
| Subject: | Re: West Coast Piet Fly-in 2018 |
Would be wonderful to meet you in person, have watched your posts for some
time. I am originally from Oregon and still have a home there so am
familiar with the trip, albeit not in a Piet. Vic Groah 414MV
On Fri, Jan 26, 2018 at 11:52 AM, Chris Tracy wrote:
> A stop in Lincoln would be good. We know that we can fit two Piets in
> Gary's hangar.
>
> Sent from Yahoo Mail on Android
>
>
> On Fri, Jan 26, 2018 at 9:09 AM, taildrags
> wrote:
>
> Chris; I'm actually building up my courage to go. After successfully
> flying up to the Independence eclipse fly-in last year (150nm each way), I
> think I might be able to hack the flight to Frazier Lake (332nm each way).
> I may stop overnight in SAC and split it up into a couple of days.
>
> --------
> 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=477601#477601
>
>
> http://www.matronics.com/Navigator?Pietenpol-Li; - MATRONICS WEB
> FORUMS -
> http://forums.matronbsp; - NEW MATRONICS LIST WIKI -
> http://wiki.matronics.com
> http://www.matronics.com/contributi=====================
>
>
________________________________________________________________________________
| From: | "(null) raykrause" <raykrause(at)frontiernet.net> |
| Subject: | Re: West Coast Piet Fly-in 2018 |
Oscar,
As offered before, Colusa is on your way and I have room for your Piet AND Y
OU! We have a large home and you are always welcome. The SkyScout should be f
lying by then, so you can fly it, too.
You are always welcome, flying OR driving.
Hope to meet you,
Ray Krause
Sent from my iPad
On Jan 26, 2018, at 2:08 PM, vic groah wrote:
Would be wonderful to meet you in person, have watched your posts for some t
ime. I am originally from Oregon and still have a home there so am familiar
with the trip, albeit not in a Piet. Vic Groah 414MV
> On Fri, Jan 26, 2018 at 11:52 AM, Chris Tracy wrote:
> A stop in Lincoln would be good. We know that we can fit two Piets in Gary
's hangar.
>
> Sent from Yahoo Mail on Android
>
> On Fri, Jan 26, 2018 at 9:09 AM, taildrags
> wrote:
>
> Chris; I'm actually building up my courage to go. After successfully flyi
ng up to the Independence eclipse fly-in last year (150nm each way), I think
I might be able to hack the flight to Frazier Lake (332nm each way). I may
stop overnight in SAC and split it up into a couple of days.
>
> --------
> 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=477601#477601
>
>
>
>
>
>
> http://www.matronics.com/Navigator?Pietenpol-Li; - MATRONICS WEB FO
RUMS -
> http://forums.matronbsp; - NEW MATRONICS LIST WIKI -
> http://wiki.matronics.com
> http://www.matronics.com/contributi=============
========
>
>
>
________________________________________________________________________________
| Subject: | Re: West Coast Piet Fly-in 2018 |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Ray; that's a mighty tempting offer, thank you. I'm showing 196nm from my home
field to Colusa County, so it should be a nice 2-hop flight down there from Medford
with a stop in Redding. Next day, Colusa to Frazier Lake is about 135nm,
which I could theoretically make in one hop but it would depend on what the
Sacramento Piets want to do because I would be flying with them. Probably 2
hops too.
--------
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=477615#477615
________________________________________________________________________________
| Subject: | Re: Spay Latex on Aluminum |
| From: | "at7000ft" <at7000ft(at)gmail.com> |
speedbrake(at)sbcglobal.n wrote:
> Hello crew. It's been a long time. I am curious if anyone has sprayed latex
paint on aluminum, (bar, sheet, other aircraft) and if so how has it held up?
I brushed latex paint on my fabric and I know others have sprayed it on their
fabric, but I am curious if anyone has sprayed latex paint on aluminum.
Sprayed my fuse, wings, tail, and aluminum cowling and turtle decks all the same
way, one cross-coat latex primer and a cross-coat of satin latex top coat. Latex
does not handle gasoline spills well but otherwise no problems flying for
4 1/2 years.
Have posted this photo before, to verify the longevity of latex paint on a test
panel covered just like I covered my Piet this panel has been screwed to a fence
post since around Summer 2004 at over 7000 ft in Colorado outside 24x7x365
and it is still in great shape, just faded to a slightly lighter shade of yellow.
https://photos.google.com/u/1/album/AF1QipM8_9HNXD6heLS_B_jYCsqChgH4GD3HJ6HrqRhZ
Rick H
--------
Rick Holland
NX6819Z
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477660#477660
________________________________________________________________________________
| From: | Michael Perez <speedbrake(at)sbcglobal.net> |
| Subject: | Re: Spay Latex on Aluminum |
Hello Rick. Yes, I remember your test piece on a post..hard to believe you
still have it there!
Latex not holding up well on aluminum and fuel is good to know; thanks!=C2
- On the aluminum parts covered with latex, did you top coat those areas
with any type of clear? (polyurethane or ...?)
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
| Subject: | Re: Spay Latex on Aluminum |
I would also think that latex on metal would not handle scuffing and such.
If it is not in an area that sees much wear, latex seems fine.
I my self mostly used rattlecan spray paint on metal using a self etching
primer.
On Mon, Jan 29, 2018 at 7:51 AM, Michael Perez
wrote:
> Hello Rick. Yes, I remember your test piece on a post..hard to believe you
> still have it there!
>
> Latex not holding up well on aluminum and fuel is good to know; thanks!
> On the aluminum parts covered with latex, did you top coat those areas with
> any type of clear? (polyurethane or ...?)
>
>
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Jim Boyer <boyerjrb(at)comcast.net> |
| Subject: | Re: Spay Latex on Aluminum |
Steve where did you get the self etching primer and what brand. Thanks, Jim B.
> On January 29, 2018 at 6:10 AM Steven Dortch wrote:
>
> I would also think that latex on metal would not handle scuffing and such.
If it is not in an area that sees much wear, latex seems fine.
>
> I my self mostly used rattlecan spray paint on metal using a self etching
primer.
>
>
>
> On Mon, Jan 29, 2018 at 7:51 AM, Michael Perez wrote:
>
> > > Hello Rick. Yes, I remember your test piece on a post..hard
to believe you still have it there!
> > Latex not holding up well on aluminum and fuel is good to know; thanks!
On the aluminum parts covered with latex, did you top coat those areas with
any type of clear? (polyurethane or ...?)
> >
> > >
>
>
> --
> Blue Skies,
> Steve D
>
________________________________________________________________________________
| From: | "(null) raykrause" <raykrause(at)frontiernet.net> |
| Subject: | Re: Spay Latex on Aluminum |
I used an industrial latex from Benjamin Moore that's seems to not be a problem
with 100LL! I have tested it several times and the latex does not come off either
the fabric or metal. The fuel just evaporates and the paint looks fine afterwards,
still hard. BUT I have not rubbed it roughly after the fuel dried.
Ray Krause
SkyScout
Sent from my iPad
On Jan 29, 2018, at 5:51 AM, Michael Perez wrote:
aluminum
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
| Subject: | Re: Spay Latex on Aluminum |
Rust-Oleum, in the aviation section of Lowes.
On Jan 29, 2018 9:28 AM, "Jim Boyer" wrote:
> Steve where did you get the self etching primer and what brand. Thanks,
> Jim B.
>
>
> On January 29, 2018 at 6:10 AM Steven Dortch
> wrote:
>
> I would also think that latex on metal would not handle scuffing and such.
> If it is not in an area that sees much wear, latex seems fine.
>
> I my self mostly used rattlecan spray paint on metal using a self etching
> primer.
>
>
> On Mon, Jan 29, 2018 at 7:51 AM, Michael Perez
> wrote:
>
> Hello Rick. Yes, I remember your test piece on a post..hard to believe you
> still have it there!
> Latex not holding up well on aluminum and fuel is good to know; thanks!
> On the aluminum parts covered with latex, did you top coat those areas with
> any type of clear? (polyurethane or ...?)
>
>
> --
> Blue Skies,
> Steve D
>
>
________________________________________________________________________________
| Subject: | Stromberg Core on eBay |
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
In case anyone is looking for a core, I saw this carburetor this morning on eBay
-
https://www.ebay.com/itm/Stromberg-NA-S3B-Carburetor-for-Piper-J3-Cub-Taylorcraft-Aeronca-380155-1/323033780564?epid=1073741993&hash=item4b36505154:g:2ZkAAOSwc-tY6Y7h&vxp=mtr
It has been my experience on some of these long term Buy-It-Now auctions, that
if I contact the seller directly and offer them a lower price, many times they
will accept, go in and lower the Buy-It-Now price, then I purchase it.
Just a thought.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477675#477675
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
Look out world! I am starting training for my first real flying job after
getting my Commercial ticket two weeks ago.
I have done 4 out of 25 hours of insurance required flight training in a
Blackhawk Cessna Caravan, hauling skydivers. I will be the backup pilot.
Though the main pilot is going into the Air Force
What an elevator! It hauls 16 jumpers to altitude (13,500 AGL) in about 12
minutes, including getting lined up on jump run. Climb is done at 90-95
knots. It descends at 140 with the prop flat, around 5,000 FPM beating
most jumpers to the ground.
It is basically two big traffic patterns done within 3 miles of the
airport. One Climbing to jump run and one descending to land. The DZ, jump
pilot and airplane make money based on getting each load done as quickly as
possible. Hot refueling is done each 4th load.
This DZ is very well manged and runs like clockwork. Safety is the top
consideration.
This is VERY different from a low and Slow Pietenpol. I hope to commute to
work in the Piet someday.
Blue Skies,
Steve D.
--
Blue Skies,
Steve D
________________________________________________________________________________
| Subject: | Re: OT Job flying |
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
Steve,
Congrats! Sounds like fun! Keep us posted.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477694#477694
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
| Subject: | Re: OT Job flying |
WILCO
On Tue, Jan 30, 2018 at 10:09 AM, jarheadpilot82 wrote:
> jarheadpilot82(at)hotmail.com>
>
> Steve,
>
> Congrats! Sounds like fun! Keep us posted.
>
> --------
> Semper Fi,
>
> Terry Hand
> Athens, GA
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=477694#477694
>
>
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Jim Boyer <boyerjrb(at)comcast.net> |
| Subject: | Re: Spay Latex on Aluminum |
Thank you Steve; I got 3 cans today and will be using it tomorrow. Jim
> On January 29, 2018 at 7:50 AM Steven Dortch wrote:
>
> Rust-Oleum, in the aviation section of Lowes.
>
> On Jan 29, 2018 9:28 AM, "Jim Boyer" wrote:
>
> > >
> > Steve where did you get the self etching primer and what brand. Thanks,
Jim B.
> >
> >
> > > > > On January 29, 2018 at 6:10 AM Steven Dortch wrote:
> > >
> > > I would also think that latex on metal would not handle scuffing
and such. If it is not in an area that sees much wear, latex seems fine.
> > >
> > > I my self mostly used rattlecan spray paint on metal using a
self etching primer.
> > >
> > >
> > >
> > > On Mon, Jan 29, 2018 at 7:51 AM, Michael Perez wrote:
> > >
> > > > > > > Hello Rick. Yes, I remember your
test piece on a post..hard to believe you still have it there!
> > > > Latex not holding up well on aluminum and fuel is good
to know; thanks! On the aluminum parts covered with latex, did you top coat those
areas with any type of clear? (polyurethane or ...?)
> > > >
> > > > > > >
> > >
> > >
> > > --
> > > Blue Skies,
> > > Steve D
> > >
> > > > >
> > >
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
| Subject: | Re: Spay Latex on Aluminum |
no need to point out making sure the aluminium ( I spelled it the British
way) needs to be clean and dry. Otherwise, easy to use.
My personal problem is saying "That looks very good and smooth! Imagine
what one more coat will do!" and ending up with a run.
Blue Skies,
Steve D
On Tue, Jan 30, 2018 at 7:11 PM, Jim Boyer wrote:
> Thank you Steve; I got 3 cans today and will be using it tomorrow. Jim
>
> On January 29, 2018 at 7:50 AM Steven Dortch
> wrote:
>
> Rust-Oleum, in the aviation section of Lowes.
>
> On Jan 29, 2018 9:28 AM, "Jim Boyer" wrote:
>
> Steve where did you get the self etching primer and what brand. Thanks,
> Jim B.
>
>
> On January 29, 2018 at 6:10 AM Steven Dortch
> wrote:
>
> I would also think that latex on metal would not handle scuffing and such.
> If it is not in an area that sees much wear, latex seems fine.
>
> I my self mostly used rattlecan spray paint on metal using a self etching
> primer.
>
>
> On Mon, Jan 29, 2018 at 7:51 AM, Michael Perez
> wrote:
>
> Hello Rick. Yes, I remember your test piece on a post..hard to believe you
> still have it there!
> Latex not holding up well on aluminum and fuel is good to know; thanks!
> On the aluminum parts covered with latex, did you top coat those areas with
> any type of clear? (polyurethane or ...?)
>
>
> --
> Blue Skies,
> Steve D
>
>
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Chris Tracy <catdesigns(at)att.net> |
| Subject: | Re: Spay Latex on Aluminum |
Jim
Have been able to get back to work on the Piet since the fires?
Chris
Try the top-rated email app
On Tue, Jan 30, 2018 at 5:12 PM, Jim Boyer wrote:
Thank you Steve; I got 3 cans today and will be using it tomorrow. Jim=C2
-
On January 29, 2018 at 7:50 AM Steven Dortch wr
ote:
Rust-Oleum, in the aviation section of Lowes.
On Jan 29, 2018 9:28 AM, "Jim Boyer" wrote:
Steve where did you get the self etching primer and what brand. Thanks, Jim
B.
On January 29, 2018 at 6:10 AM Steven Dortch wr
ote:
I would also think that latex on metal would not handle scuffing and such.
If it is not in an area that sees much wear, latex seems fine.
I my self mostly used rattlecan spray paint on metal using a self etching p
rimer.
On Mon, Jan 29, 2018 at 7:51 AM, Michael Perez w
rote:
Hello Rick. Yes, I remember your test piece on a post..hard to believe you
still have it there!
Latex not holding up well on aluminum and fuel is good to know; thanks!=C2
- On the aluminum parts covered with latex, did you top coat those areas
with any type of clear? (polyurethane or ...?)
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Jim Boyer <boyerjrb(at)comcast.net> |
| Subject: | Re: Spay Latex on Aluminum |
I am familiar with runs; painted the fin and rudder Kelly Green; very pretty but
it was so dark I thought boy that is nice. Next day noticed a huge run at the
lower corner; so after much sanding and repainting its okay. Older eyes don't
see things as well any more.
> On January 30, 2018 at 5:18 PM Steven Dortch wrote:
>
> no need to point out making sure the aluminium ( I spelled it the British
way) needs to be clean and dry. Otherwise, easy to use.
>
> My personal problem is saying "That looks very good and smooth! Imagine what
one more coat will do!" and ending up with a run.
>
> Blue Skies,
> Steve D
>
> On Tue, Jan 30, 2018 at 7:11 PM, Jim Boyer wrote:
>
> > >
> > Thank you Steve; I got 3 cans today and will be using it tomorrow.
Jim
> >
> > > > > On January 29, 2018 at 7:50 AM Steven Dortch wrote:
> > >
> > > Rust-Oleum, in the aviation section of Lowes.
> > >
> > > On Jan 29, 2018 9:28 AM, "Jim Boyer" wrote:
> > >
> > > > > > >
> > > > Steve where did you get the self etching primer and what
brand. Thanks, Jim B.
> > > >
> > > >
> > > > > > > > > On January 29, 2018 at 6:10 AM Steven Dortch wrote:
> > > > >
> > > > > I would also think that latex on metal would not
handle scuffing and such. If it is not in an area that sees much wear, latex seems
fine.
> > > > >
> > > > > I my self mostly used rattlecan spray paint on metal
using a self etching primer.
> > > > >
> > > > >
> > > > >
> > > > > On Mon, Jan 29, 2018 at 7:51 AM, Michael Perez wrote:
> > > > >
> > > > > > > > > > > Hello Rick.
Yes, I remember your test piece on a post..hard to believe you still have it
there!
> > > > > > Latex not holding up well on aluminum and fuel
is good to know; thanks! On the aluminum parts covered with latex, did you
top coat those areas with any type of clear? (polyurethane or ...?)
> > > > > >
> > > > > > > > > > >
> > > > >
> > > > >
> > > > > --
> > > > > Blue Skies,
> > > > > Steve D
> > > > >
> > > > > > > > >
> > > > > > >
> > > > >
> > >
>
>
> --
> Blue Skies,
> Steve D
>
________________________________________________________________________________
| From: | Jim Boyer <boyerjrb(at)comcast.net> |
| Subject: | Re: Spay Latex on Aluminum |
Yep I have now Chris. I am starting to paint the aluminium cowlings and metal parts
now. Fuselage and tail surfaces are all done, painted, assembled and cables
adjusted. Wings have primer on them (done just before the fires) but still
need more. Now its too cold so may be the first spring task. Some sort of engine
cowling has to be done yet...
> On January 30, 2018 at 6:24 PM Chris Tracy wrote:
>
> Jim
> Have been able to get back to work on the Piet since the fires?
> Chris
>
> Try the top-rated email app https://go.onelink.me/107872968?pid=InProduct&c=MailPP_sig_Dec17&af_sub1=E-mail&af_sub2=YGrowth&af_sub3=US_Email_MailPP_Sig_V3
>
>
> > > On Tue, Jan 30, 2018 at 5:12 PM, Jim Boyer
> > wrote:
> >
> >
> > Thank you Steve; I got 3 cans today and will be using it tomorrow.
Jim
> >
> > > > > On January 29, 2018 at 7:50 AM Steven Dortch
wrote:
> > >
> > > Rust-Oleum, in the aviation section of Lowes.
> > >
> > > On Jan 29, 2018 9:28 AM, "Jim Boyer" wrote:
> > >
> > > > > > >
> > > > Steve where did you get the self etching primer and
what brand. Thanks, Jim B.
> > > >
> > > >
> > > > > > > > > On January 29, 2018 at 6:10 AM Steven Dortch wrote:
> > > > >
> > > > > I would also think that latex on metal would not
handle scuffing and such. If it is not in an area that sees much wear, latex
seems fine.
> > > > >
> > > > > I my self mostly used rattlecan spray paint on
metal using a self etching primer.
> > > > >
> > > > >
> > > > >
> > > > > On Mon, Jan 29, 2018 at 7:51 AM, Michael Perez wrote:
> > > > >
> > > > > > > > > > > Hello
Rick. Yes, I remember your test piece on a post..hard to believe you still
have it there!
> > > > > > Latex not holding up well on aluminum and
fuel is good to know; thanks! On the aluminum parts covered with latex, did
you top coat those areas with any type of clear? (polyurethane or ...?)
> > > > > >
> > > > > > > > > > >
> > > > >
> > > > >
> > > > > --
> > > > > Blue Skies,
> > > > > Steve D
> > > > >
> > > > > > > > >
> > > > > > >
> > > > >
> > >
________________________________________________________________________________
| From: | "skipgadd(at)earthlink.net" <skipgadd(at)earthlink.net> |
If you go to the movie, make sure you stay for all the credits. The last, but not
least, credit is for our own Douwe Blumberg, Piet builder and sculptor of the
beautiful America's Response monument from the last scene of the movie.
Skip
________________________________________________________________________________
| From: | Elizabeth Cooper <eacooper9(at)yahoo.com> |
Skip, I must have missed a post or something.....what movie?
--------------------------------------------
On Fri, 2/2/18, skipgadd(at)earthlink.net wrote:
Subject: Pietenpol-List: 12 strong
To: "pietenpol-list"
Date: Friday, February 2, 2018, 8:32 AM
If you go to the movie, make sure you
stay for all the credits. The last, but not least, credit is
for our own Douwe Blumberg, Piet builder and sculptor of the
beautiful America's Response monument from the last scene of
the movie.
Skip
The Pietenpol-List Email Forum -
Navigator to browse
List Un/Subscription,
7-Day Browse, Chat, FAQ,
- MATRONICS WEB FORUMS -
via the Web Forums!
- NEW MATRONICS LIST WIKI -
Email List Wiki!
- List Contribution Web Site -
support!
-Matt Dralle, List Admin.
________________________________________________________________________________
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
eacooper9,
Read the title of the thread.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477786#477786
________________________________________________________________________________
| From: | "skipgadd(at)earthlink.net" <skipgadd(at)earthlink.net> |
Hi Elizabeth, Should have put the movie name in the body of the message. The movie
is 12 Strong, about 12 army soldiers who used horses in Afghanistan in response
to the 911 attack.
Skip
________________________________________________________________________________
| From: | William Geipel <l129bs(at)gmail.com> |
New buyer in the market.
3 questions: The EA81 Subaru engine, reliable, problem child or??
Can the stock engine be turbo charge? I live at 8300
Any thing in particular I should inspect in a pre-buy?
Thank you
Bill
________________________________________________________________________________
| From: | Glen Schweizer <glenschweizer(at)yahoo.com> |
Hi William.
I cant address engine question. However regarding pre buy inspections, in the g.a.
World, most mechanics do them as an annual inspection due to liability issues.
When an A&P does an annual on a plane the first time it involves full removal
of interior, all inspection covers even removal of wing tips if screwed into
the wing. Visual inspection of everything on the airframe. Removal of all
fairings and cowling. Inspection of all landing gear components lube as required
service bearings while youre at it Engine includes oil change and analysis,
checking any belts, cooling baffles remove inspect And service plugs check
mag timing, leak down test clean and inspect under cowling area Thats the basics.
Now lets talk paperwork
Based upon an up to date equipment list, serial numbers on various components
air worthiness directives are researched for applicability and compliance.
After everything is done and squawks fixed an IA certifies airworthiness with
a signed log entry.
Long story short William. Take this opportunity to inspect every component
of this aircraft with your mechanic. With an experimental aircraft, you can only
be certified as the mechanic for that specific aircraft if you are the builder
so legally your mechanic will have to be involved in a condition inspection
any way. Sorry for the long response but this has been my experience.
> On Feb 3, 2018, at 2:21 PM, William Geipel wrote:
>
>
> New buyer in the market.
> 3 questions: The EA81 Subaru engine, reliable, problem child or??
>
> Can the stock engine be turbo charge? I live at 8300
>
> Any thing in particular I should inspect in a pre-buy?
>
>
> Thank you
> Bill
>
>
>
________________________________________________________________________________
| From: | Glen Schweizer <glenschweizer(at)yahoo.com> |
Hey William. There isnt a lot of activity on this site. May I recommend your local
EAA chapter. If you are not a member already consider joining. Lots of great
people and a treasure chest full of knowledge. Im in Oregon where are you?
> On Feb 3, 2018, at 2:21 PM, William Geipel wrote:
>
>
> New buyer in the market.
> 3 questions: The EA81 Subaru engine, reliable, problem child or??
>
> Can the stock engine be turbo charge? I live at 8300
>
> Any thing in particular I should inspect in a pre-buy?
>
>
> Thank you
> Bill
>
>
>
________________________________________________________________________________
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
For a general discussion of Pre Buy Inspections, what they are, what they are not,
and what they should accomplish, I have attached a link to an old Uncontrolled
Airspace podcast. In it, Mike Busch discusses the Pre-Buy process. He discusses
it from a certified airplane standpoint, but I think that the information
is still good for any one looking to buy any airplane.
http://hwcdn.libsyn.com/p/a/4/b/a4bcfe2c77df5d62/UCAP066.mp3?c_id=1739458&expiration=1517764387&hwt=7f73f2ea0d669ea20db926b764c4b6ad
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477808#477808
________________________________________________________________________________
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
Glen,
Just to be clear, you do not ever need an IA to work on an experimental aircraft.
Under the FARs, as the owner, but not the builder, of an experimental airplane
you are allowed to do any maintenance on your airplane with the exception
of the conditional inspection, which is not an annual. It is essentially the same
thing, but it is a "conditional" inspection that can be done by either the
holder of the repairman's certificate for that specific airplane, or any A&P.
An Annual does require an A&P/IA. A conditional inspection does not. That is
the big difference.
The reality is that anybody can do a Pre-Buy on an experimental aircraft. A Pre-Buy
is not even required to complete a sale, although that would be a foolish
thing to do, in my opinion. I would not necessarily recommend that a buyer who
has no background on a particular aircraft (such as a Pietenpol) should go it
alone, but he can if he wants to. Most A&P's any more know little to nothing
about wood and fabric airplanes. I would submit to you that a member of a local
EAA chapter or a technical counselor who is experienced in wooden airplanes
would be a far better resource to assess a Pietenpol and whether or not it was
worth buying, than an A&P/IA who only works on certified aircraft.
No Pre-Buy inspection ever needs to be entered into an aircraft's logbook, and,
if I were the seller, the A&P chosen to do a Pre-Buy would not have my permission
to enter anything in the logbook. A Pre-Buy is a look-see. It is not an
inspection and really should not be called an inspection as that is a very specific
term under FAR 43. Listen to the podcast that I linked to above and I think
it will clear up some misconceptions on what a Pre-Buy is, what it is not,
and what a Buyer should be allowed to do as part of a Pre-Buy.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477813#477813
________________________________________________________________________________
| From: | "taildrags" <taildrags(at)hotmail.com> |
Not to color this discussion too much with unrelated comments, but if you own an
experimental that someone else built and registered, you may not have the option
to have the builder perform the condition inspections unless the person actually
applied for and received a Repairman's Certificate for it and if the person
is still willing and available.
The builder of my Air Camper, Corky Corbett, is no longer living. Even if he were,
he might not agree to perform the inspection for liability reasons, given
the modifications and changes that have been made to the airplane since I've
owned it.
Terry, thanks for the very valuable articles by Mike Busch.
--------
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=477815#477815
________________________________________________________________________________
| From: | Glen Schweizer <glenschweizer(at)yahoo.com> |
Hi Terry
I agree entirely with your post. I was, however, discussing from a ga perspective
as what most mechanics do as a prebuy. Most are done as an annual thus the
discussion of an annual.
Im fortunate to be around Stearman, Waco, staggerwings, robins etc as my job
during the week so Im around people all week long who are very knowledgeable
about the beautiful 70-90 year old airplanes. You are right that many mechanics
think a round engine means turbine and the very thought that an airplane could
be made of wood or covered in what? Could ever fly,is completely beyond comprehension.
I too recommend active membership in EAA for the wealth of new people
and a huge knowledge base.(where else could I learn how to back braid a
cable end instead of swaging).
In any case the reason for my post was to stress the importance of becoming
intimately familiar with every physical aspect of the airplane youre considering
putting in your hangar. Blue skies. Glen
> On Feb 4, 2018, at 7:45 AM, jarheadpilot82 wrote:
>
>
> Glen,
>
> Just to be clear, you do not ever need an IA to work on an experimental aircraft.
Under the FARs, as the owner, but not the builder, of an experimental airplane
you are allowed to do any maintenance on your airplane with the exception
of the conditional inspection, which is not an annual. It is essentially the
same thing, but it is a "conditional" inspection that can be done by either the
holder of the repairman's certificate for that specific airplane, or any A&P.
An Annual does require an A&P/IA. A conditional inspection does not. That is
the big difference.
>
> The reality is that anybody can do a Pre-Buy on an experimental aircraft. A Pre-Buy
is not even required to complete a sale, although that would be a foolish
thing to do, in my opinion. I would not necessarily recommend that a buyer
who has no background on a particular aircraft (such as a Pietenpol) should go
it alone, but he can if he wants to. Most A&P's any more know little to nothing
about wood and fabric airplanes. I would submit to you that a member of a local
EAA chapter or a technical counselor who is experienced in wooden airplanes
would be a far better resource to assess a Pietenpol and whether or not it
was worth buying, than an A&P/IA who only works on certified aircraft.
>
> No Pre-Buy inspection ever needs to be entered into an aircraft's logbook, and,
if I were the seller, the A&P chosen to do a Pre-Buy would not have my permission
to enter anything in the logbook. A Pre-Buy is a look-see. It is not an
inspection and really should not be called an inspection as that is a very specific
term under FAR 43. Listen to the podcast that I linked to above and I
think it will clear up some misconceptions on what a Pre-Buy is, what it is not,
and what a Buyer should be allowed to do as part of a Pre-Buy.
>
> --------
> Semper Fi,
>
> Terry Hand
> Athens, GA
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=477813#477813
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
Is a back braid the same as or similar to a 5-tuck Navy Splice? If so, you are
my hero! I am extremely jealous.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477818#477818
________________________________________________________________________________
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
Is a back braid the same as or similar to a 5-tuck Navy Splice? If so, you are
my hero! I am extremely jealous.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477819#477819
________________________________________________________________________________
| From: | Brian <wings.wheels29(at)yahoo.com> |
Great info Terry. Thanks for posting.
Brian
Meridian, ID
Sent from my iPhone
> On Feb 4, 2018, at 8:45 AM, jarheadpilot82 wrote:
>
>
> Glen,
>
> Just to be clear, you do not ever need an IA to work on an experimental aircraft.
Under the FARs, as the owner, but not the builder, of an experimental airplane
you are allowed to do any maintenance on your airplane with the exception
of the conditional inspection, which is not an annual. It is essentially the
same thing, but it is a "conditional" inspection that can be done by either the
holder of the repairman's certificate for that specific airplane, or any A&P.
An Annual does require an A&P/IA. A conditional inspection does not. That is
the big difference.
>
> The reality is that anybody can do a Pre-Buy on an experimental aircraft. A Pre-Buy
is not even required to complete a sale, although that would be a foolish
thing to do, in my opinion. I would not necessarily recommend that a buyer
who has no background on a particular aircraft (such as a Pietenpol) should go
it alone, but he can if he wants to. Most A&P's any more know little to nothing
about wood and fabric airplanes. I would submit to you that a member of a local
EAA chapter or a technical counselor who is experienced in wooden airplanes
would be a far better resource to assess a Pietenpol and whether or not it
was worth buying, than an A&P/IA who only works on certified aircraft.
>
> No Pre-Buy inspection ever needs to be entered into an aircraft's logbook, and,
if I were the seller, the A&P chosen to do a Pre-Buy would not have my permission
to enter anything in the logbook. A Pre-Buy is a look-see. It is not an
inspection and really should not be called an inspection as that is a very specific
term under FAR 43. Listen to the podcast that I linked to above and I
think it will clear up some misconceptions on what a Pre-Buy is, what it is not,
and what a Buyer should be allowed to do as part of a Pre-Buy.
>
> --------
> Semper Fi,
>
> Terry Hand
> Athens, GA
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=477813#477813
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Jack Philips" <jack(at)bedfordlandings.com> |
Good post, Terry.
Jack Phillips
NX899JP "Icarus Plummet", Pietenpol Air Camper, Flying since 2004
N142KW, RV-10, hopefully flying by the end of this year
-----Original Message-----
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of
jarheadpilot82
Sent: Sunday, February 4, 2018 10:45 AM
Subject: Pietenpol-List: Re: piet
-->
Glen,
Just to be clear, you do not ever need an IA to work on an experimental
aircraft. Under the FARs, as the owner, but not the builder, of an
experimental airplane you are allowed to do any maintenance on your airplane
with the exception of the conditional inspection, which is not an annual. It
is essentially the same thing, but it is a "conditional" inspection that can
be done by either the holder of the repairman's certificate for that
specific airplane, or any A&P. An Annual does require an A&P/IA. A
conditional inspection does not. That is the big difference.
The reality is that anybody can do a Pre-Buy on an experimental aircraft. A
Pre-Buy is not even required to complete a sale, although that would be a
foolish thing to do, in my opinion. I would not necessarily recommend that a
buyer who has no background on a particular aircraft (such as a Pietenpol)
should go it alone, but he can if he wants to. Most A&P's any more know
little to nothing about wood and fabric airplanes. I would submit to you
that a member of a local EAA chapter or a technical counselor who is
experienced in wooden airplanes would be a far better resource to assess a
Pietenpol and whether or not it was worth buying, than an A&P/IA who only
works on certified aircraft.
No Pre-Buy inspection ever needs to be entered into an aircraft's logbook,
and, if I were the seller, the A&P chosen to do a Pre-Buy would not have my
permission to enter anything in the logbook. A Pre-Buy is a look-see. It is
not an inspection and really should not be called an inspection as that is a
very specific term under FAR 43. Listen to the podcast that I linked to
above and I think it will clear up some misconceptions on what a Pre-Buy is,
what it is not, and what a Buyer should be allowed to do as part of a
Pre-Buy.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477813#477813
________________________________________________________________________________
| From: | Glen Schweizer <glenschweizer(at)yahoo.com> |
Picture a five tuck splice wrapped with safety wire then soldered. The safety wire
is very distinct in that it is comprised of three sections to keep everything
flexible. One segment wraps the portion where the thickness tapers to original,
one in the middle of splice and fewer wraps and one where the cable forms
the eye.
Its kinda like trying to braid a handful of needles. The first several times
I was a bloody mess. They look cool but not really seen by many people
> On Feb 4, 2018, at 9:43 AM, jarheadpilot82 wrote:
>
>
> Is a back braid the same as or similar to a 5-tuck Navy Splice? If so, you are
my hero! I am extremely jealous.
>
> --------
> Semper Fi,
>
> Terry Hand
> Athens, GA
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=477818#477818
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "taildrags" <taildrags(at)hotmail.com> |
Unless my memory is too cloudy to recall the details, my Dad's old Navy Bluejackets'
Manual had knots and splices described in it, and he taught me the 5-tuck
splice but in rope and with cord whipping, not in cable with wire. I can only
imagine what it must be like to try to 5-tuck 1/8" or 3/32" aircraft cable
with your bare hands! Dad served in the Navy in WWII as a meteorologist aboard
the USS Jerauld.
But to get back to Bill about the Subaru engine for higher altitudes, turbocharging
has been done but not with the EA81 that I know of... an EA82T is on John
Dilatush's (now Greg Bacon's) Air Camper that he flew out of Salida, CO when
he owned it. Salida is at 7,083 MSL. There are photos of it on Westcoastpiet,
just go to the 'Pictures' page and scroll down to the Js for John Dilatush.
--------
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=477834#477834
________________________________________________________________________________
| From: | William Geipel <l129bs(at)gmail.com> |
How reliable is this engine?
> On Feb 4, 2018, at 21:11, taildrags wrote:
>
>
> Unless my memory is too cloudy to recall the details, my Dad's old Navy Bluejackets'
Manual had knots and splices described in it, and he taught me the 5-tuck
splice but in rope and with cord whipping, not in cable with wire. I can
only imagine what it must be like to try to 5-tuck 1/8" or 3/32" aircraft cable
with your bare hands! Dad served in the Navy in WWII as a meteorologist aboard
the USS Jerauld.
>
> But to get back to Bill about the Subaru engine for higher altitudes, turbocharging
has been done but not with the EA81 that I know of... an EA82T is on John
Dilatush's (now Greg Bacon's) Air Camper that he flew out of Salida, CO when
he owned it. Salida is at 7,083 MSL. There are photos of it on Westcoastpiet,
just go to the 'Pictures' page and scroll down to the Js for John Dilatush.
>
> --------
> 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=477834#477834
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Boatright, Jeffrey" <jboatri(at)emory.edu> |
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KS4NCg=
________________________________________________________________________________
| From: | "Jack Philips" <jack(at)bedfordlandings.com> |
I agree with Jeff=99s assessment. In addition to the
Subaru=99s reputation in Pietenpols, I know that the first fatal
crash of an RV-10 was caused by a failure of its Subaru engine. And
what Oscar Zuniga failed to mention in his post (below) is that the
reason Greg Bacon now owns John Dilatush=99s Subaru powered
Pietenpol is that John crashed it due to an engine failure with the
Soob. I don=99t know if Greg is going to continue to use that
engine or put a more proven powerplant, such as a Continental or Corvair
on it.
Jack Phillips
Smith Mountain Lake, Virginia
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of
Boatright, Jeffrey
Sent: Monday, February 5, 2018 8:22 AM
Subject: Re: Pietenpol-List: Re: piet
I know of at least three locally that have failed while in the air. I
don=99t know the reasons.
IMO, you are much, much better off getting the manuals and rebuilding a
Continental. Yes parts costs are high, and yes, you can still be
surprised by unexpected wear or damage, but in the end, you have a
reliable engine. With the Soobs, you have the same unknowns in terms of
previous wear or damage, but there=99s a whole bunch more
unpredictability in terms of the rebuild AND the conversion. Plus, all
of the ancillary systems will need to be worked out.
I don=99t know of a single Soob installation that has worked out
well in the long run. That=99s not to say they don=99t
exist, but
--
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: <owner-pietenpol-list-server(at)matronics.com
> on behalf of
William Geipel >
" >
Date: Monday, February 5, 2018 at 8:11 AM
" >
Subject: Re: Pietenpol-List: Re: piet
>
How reliable is this engine?
On Feb 4, 2018, at 21:11, taildrags > wrote:
>
Unless my memory is too cloudy to recall the details, my Dad's old Navy
Bluejackets' Manual had knots and splices described in it, and he taught
me the 5-tuck splice but in rope and with cord whipping, not in cable
with wire. I can only imagine what it must be like to try to 5-tuck
1/8" or 3/32" aircraft cable with your bare hands! Dad served in the
Navy in WWII as a meteorologist aboard the USS Jerauld.
But to get back to Bill about the Subaru engine for higher altitudes,
turbocharging has been done but not with the EA81 that I know of... an
EA82T is on John Dilatush's (now Greg Bacon's) Air Camper that he flew
out of Salida, CO when he owned it. Salida is at 7,083 MSL. There are
photos of it on Westcoastpiet, just go to the 'Pictures' page and scroll
down to the Js for John Dilatush.
--------
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=477834#477834
_____
This e-mail message (including any attachments) is for the sole use of
the intended recipient(s) and may contain confidential and privileged
information. If the reader of this message is not the intended
recipient, you are hereby notified that any dissemination, distribution
or copying of this message (including any attachments) is strictly
prohibited.
If you have received this message in error, please contact
the sender by reply e-mail message and destroy all copies of the
original message (including attachments).
________________________________________________________________________________
| From: | "taildrags" <taildrags(at)hotmail.com> |
I don't know the exact cause of the engine stoppage that caused John's Subaru-powered
Piet to crash, but I have this information from Greg Bacon:
"John simply told me the engine quit and he landed it shortly after take off from
the airport in Jefferson, IA. After the landing, someone helped him take the
wings off and put it in a hanger there. When I got the airplane home, I removed
the engine cowl and found the main intake hose disconnected from the top
of the intake manifold. From that, I drew the conclusion that the hose clamp
was insufficient to keep the hose attached under the pressures generated by the
turbo. Heat, vibration, and turbo pressure slowly allowed the hose to come
loose. When it did, the engine started drawing air at that location, causing
the engine to lean out and die."
--------
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=477850#477850
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
Can anyone advise me on making this part? De Havilland says they have no
record of this part or the tools to install it.
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Glen Schweizer <glenschweizer(at)yahoo.com> |
| Subject: | Re: Unusual part |
That requires the use of a single dimensional Cnc milling machine operated in reverse
using negative number coordinates for x and y axis measurements z axis
measurements must be in alphabetical order use an inverse plasma source only.
Absolutely no 3phase electricity!
This is how deHavalind did it back in the twenties Im sure
> On Feb 5, 2018, at 9:13 AM, Steven Dortch wrote:
>
> Can anyone advise me on making this part? De Havilland says they have no record
of this part or the tools to install it.
>
>
> --
> Blue Skies,
> Steve D
>
________________________________________________________________________________
| From: | Andrew Hoots <eflyerc5(at)yahoo.com> |
| Subject: | Re: Unusual part |
MC Escher Aero Parts may still have some in stock.
Andy Hoots
Sent from my iPad
> On Feb 5, 2018, at 11:13 AM, Steven Dortch wrote:
>
> Can anyone advise me on making this part? De Havilland says they have no record
of this part or the tools to install it.
>
>
> --
> Blue Skies,
> Steve D
>
________________________________________________________________________________
| From: | William Geipel <l129bs(at)gmail.com> |
Never having built an airplane, how big a deal is it to put a different
engine on? Motor mounts available or
Do I need to custom build one? Will an 0-200 work? 100hp would be
nice at 8=99300=99.
Thank you all for the advice and info. Keep it coming.
Bill
> On Feb 5, 2018, at 06:56, Jack Philips
wrote:
>
> I agree with Jeff=99s assessment. In addition to the Subaru
=99s reputation in Pietenpols, I know that the first fatal crash of an
RV-10 was caused by a failure of its Subaru engine. And what Oscar
Zuniga failed to mention in his post (below) is that the reason Greg
Bacon now owns John Dilatush=99s Subaru powered Pietenpol is that
John crashed it due to an engine failure with the Soob. I don=99t
know if Greg is going to continue to use that engine or put a more
proven powerplant, such as a Continental or Corvair on it.
>
> Jack Phillips
> Smith Mountain Lake, Virginia
>
> From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com
] On Behalf Of
Boatright, Jeffrey
> Sent: Monday, February 5, 2018 8:22 AM
> To: pietenpol-list(at)matronics.com
> Subject: Re: Pietenpol-List: Re: piet
>
> I know of at least three locally that have failed while in the air. I
don=99t know the reasons.
>
> IMO, you are much, much better off getting the manuals and rebuilding
a Continental. Yes parts costs are high, and yes, you can still be
surprised by unexpected wear or damage, but in the end, you have a
reliable engine. With the Soobs, you have the same unknowns in terms of
previous wear or damage, but there=99s a whole bunch more
unpredictability in terms of the rebuild AND the conversion. Plus, all
of the ancillary systems will need to be worked out.
>
> I don=99t know of a single Soob installation that has worked out
well in the long run. That=99s not to say they don=99t
exist, but
>
> --
> 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: <owner-pietenpol-list-server(at)matronics.com
> on behalf of William
Geipel >
> Reply-To: "pietenpol-list(at)matronics.com
" >
> Date: Monday, February 5, 2018 at 8:11 AM
> To: "pietenpol-list(at)matronics.com
" >
> Subject: Re: Pietenpol-List: Re: piet
>
>
>
> How reliable is this engine?
>
>
>> On Feb 4, 2018, at 21:11, taildrags > wrote:
>
>> Unless my memory is too cloudy to recall the details, my Dad's old
Navy Bluejackets' Manual had knots and splices described in it, and he
taught me the 5-tuck splice but in rope and with cord whipping, not in
cable with wire. I can only imagine what it must be like to try to
5-tuck 1/8" or 3/32" aircraft cable with your bare hands! Dad served in
the Navy in WWII as a meteorologist aboard the USS Jerauld.
>> But to get back to Bill about the Subaru engine for higher altitudes,
turbocharging has been done but not with the EA81 that I know of... an
EA82T is on John Dilatush's (now Greg Bacon's) Air Camper that he flew
out of Salida, CO when he owned it. Salida is at 7,083 MSL. There are
photos of it on Westcoastpiet, just go to the 'Pictures' page and scroll
down to the Js for John Dilatush.
>> --------
>> 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=477834#477834
<http://forums.matronics.com/viewtopic.php?p=477834#477834>
>
> http://www.matronics.com/Navigator?Pietenpol-List
<http://www.matronics.com/Navigator?Pietenpol-List>
> http://forums.matronics.com
> http://wiki.matronics.com
> http://www.matronics.com/contribution
<http://www.matronics.com/contribution>
>
>
>
>
>
>
> This e-mail message (including any attachments) is for the sole use of
> the intended recipient(s) and may contain confidential and privileged
> information. If the reader of this message is not the intended
> recipient, you are hereby notified that any dissemination,
distribution
> or copying of this message (including any attachments) is strictly
> prohibited.
>
> If you have received this message in error, please contact
> the sender by reply e-mail message and destroy all copies of the
> original message (including attachments).
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
O-200s make a nice higher horsepower match for Pietenpols. They make their
power at RPMs on the higher end of what really works. Parts are plentiful,
and they are stone simple to work on. It would not be a bad choice. motor
mounts can be found
On Mon, Feb 5, 2018 at 8:00 PM, William Geipel wrote:
> Never having built an airplane, how big a deal is it to put a different
> engine on? Motor mounts available or
> Do I need to custom build one? Will an 0-200 work? 100hp would be nice
> at 8=99300=99.
>
> Thank you all for the advice and info. Keep it coming.
>
> Bill
>
>
> On Feb 5, 2018, at 06:56, Jack Philips wrote:
>
> I agree with Jeff=99s assessment. In addition to the Subaru
=99s reputation in
> Pietenpols, I know that the first fatal crash of an RV-10 was caused by a
> failure of its Subaru engine. And what Oscar Zuniga failed to mention in
> his post (below) is that the reason Greg Bacon now owns John Dilatush
=99s
> Subaru powered Pietenpol is that John crashed it due to an engine failure
> with the Soob. I don=99t know if Greg is going to continue to use
that
> engine or put a more proven powerplant, such as a Continental or Corvair
on
> it.
>
> Jack Phillips
> Smith Mountain Lake, Virginia
>
> *From:* owner-pietenpol-list-server(at)matronics.com [mailto:
> owner-pietenpol-list-server(at)matronics.com
> ] *On Behalf Of *Boatright,
> Jeffrey
> *Sent:* Monday, February 5, 2018 8:22 AM
> *To:* pietenpol-list(at)matronics.com
>
> *Subject:* Re: Pietenpol-List: Re: piet
>
> I know of at least three locally that have failed while in the air. I
> don=99t know the reasons.
>
> IMO, you are much, much better off getting the manuals and rebuilding a
> Continental. Yes parts costs are high, and yes, you can still be surprise
d
> by unexpected wear or damage, but in the end, you have a reliable engine.
> With the Soobs, you have the same unknowns in terms of previous wear or
> damage, but there=99s a whole bunch more unpredictability in terms
of the
> rebuild AND the conversion. Plus, all of the ancillary systems will need
to
> be worked out.
>
> I don=99t know of a single Soob installation that has worked out we
ll in the
> long run. That=99s not to say they don=99t exist, but
>
> --
> 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: *<owner-pietenpol-list-server(at)matronics.com> on behalf of William
> Geipel
> *Reply-To: *"pietenpol-list(at)matronics.com"
> *Date: *Monday, February 5, 2018 at 8:11 AM
> *To: *"pietenpol-list(at)matronics.com"
> *Subject: *Re: Pietenpol-List: Re: piet
>
>
> How reliable is this engine?
>
>
> On Feb 4, 2018, at 21:11, taildrags wrote:
> Unless my memory is too cloudy to recall the details, my Dad's old Navy
> Bluejackets' Manual had knots and splices described in it, and he taught
me
> the 5-tuck splice but in rope and with cord whipping, not in cable with
> wire. I can only imagine what it must be like to try to 5-tuck 1/8" or
> 3/32" aircraft cable with your bare hands! Dad served in the Navy in WWI
I
> as a meteorologist aboard the USS Jerauld.
> But to get back to Bill about the Subaru engine for higher altitudes,
> turbocharging has been done but not with the EA81 that I know of... an
> EA82T is on John Dilatush's (now Greg Bacon's) Air Camper that he flew ou
t
> of Salida, CO when he owned it. Salida is at 7,083 MSL. There are photo
s
> of it on Westcoastpiet, just go to the 'Pictures' page and scroll down to
> the Js for John Dilatush.
> --------
> 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=477834#477834
>
>
> http://www.matronics.com/Navigator?Pietenpol-List
>
> http://forums.matronics.com
>
> http://wiki.matronics.com
>
> http://www.matronics.com/contribution
>
>
> ------------------------------
>
> This e-mail message (including any attachments) is for the sole use of
> the intended recipient(s) and may contain confidential and privileged
> information. If the reader of this message is not the intended
> recipient, you are hereby notified that any dissemination, distribution
> or copying of this message (including any attachments) is strictly
> prohibited.
>
> If you have received this message in error, please contact
> the sender by reply e-mail message and destroy all copies of the
> original message (including attachments).
>
>
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
O-200s make a nice higher horsepower match for Pietenpols. They make their
power at RPMs on the higher end but still in the sweet spot. Parts are
plentiful, and they are stone simple to work on. It would not be a bad
choice. motor mounts can be found or made. If they are already made you
fit the plane to the back of the motormount.
On Mon, Feb 5, 2018 at 8:00 PM, William Geipel wrote:
> Never having built an airplane, how big a deal is it to put a different
> engine on? Motor mounts available or
> Do I need to custom build one? Will an 0-200 work? 100hp would be nice
> at 8=99300=99.
>
> Thank you all for the advice and info. Keep it coming.
>
> Bill
>
>
> On Feb 5, 2018, at 06:56, Jack Philips wrote:
>
> I agree with Jeff=99s assessment. In addition to the Subaru
=99s reputation in
> Pietenpols, I know that the first fatal crash of an RV-10 was caused by a
> failure of its Subaru engine. And what Oscar Zuniga failed to mention in
> his post (below) is that the reason Greg Bacon now owns John Dilatush
=99s
> Subaru powered Pietenpol is that John crashed it due to an engine failure
> with the Soob. I don=99t know if Greg is going to continue to use
that
> engine or put a more proven powerplant, such as a Continental or Corvair
on
> it.
>
> Jack Phillips
> Smith Mountain Lake, Virginia
>
> *From:* owner-pietenpol-list-server(at)matronics.com [mailto:
> owner-pietenpol-list-server(at)matronics.com
> ] *On Behalf Of *Boatright,
> Jeffrey
> *Sent:* Monday, February 5, 2018 8:22 AM
> *To:* pietenpol-list(at)matronics.com
>
> *Subject:* Re: Pietenpol-List: Re: piet
>
> I know of at least three locally that have failed while in the air. I
> don=99t know the reasons.
>
> IMO, you are much, much better off getting the manuals and rebuilding a
> Continental. Yes parts costs are high, and yes, you can still be surprise
d
> by unexpected wear or damage, but in the end, you have a reliable engine.
> With the Soobs, you have the same unknowns in terms of previous wear or
> damage, but there=99s a whole bunch more unpredictability in terms
of the
> rebuild AND the conversion. Plus, all of the ancillary systems will need
to
> be worked out.
>
> I don=99t know of a single Soob installation that has worked out we
ll in the
> long run. That=99s not to say they don=99t exist, but
>
> --
> 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: *<owner-pietenpol-list-server(at)matronics.com> on behalf of William
> Geipel
> *Reply-To: *"pietenpol-list(at)matronics.com"
> *Date: *Monday, February 5, 2018 at 8:11 AM
> *To: *"pietenpol-list(at)matronics.com"
> *Subject: *Re: Pietenpol-List: Re: piet
>
>
> How reliable is this engine?
>
>
> On Feb 4, 2018, at 21:11, taildrags wrote:
> Unless my memory is too cloudy to recall the details, my Dad's old Navy
> Bluejackets' Manual had knots and splices described in it, and he taught
me
> the 5-tuck splice but in rope and with cord whipping, not in cable with
> wire. I can only imagine what it must be like to try to 5-tuck 1/8" or
> 3/32" aircraft cable with your bare hands! Dad served in the Navy in WWI
I
> as a meteorologist aboard the USS Jerauld.
> But to get back to Bill about the Subaru engine for higher altitudes,
> turbocharging has been done but not with the EA81 that I know of... an
> EA82T is on John Dilatush's (now Greg Bacon's) Air Camper that he flew ou
t
> of Salida, CO when he owned it. Salida is at 7,083 MSL. There are photo
s
> of it on Westcoastpiet, just go to the 'Pictures' page and scroll down to
> the Js for John Dilatush.
> --------
> 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=477834#477834
>
>
> http://www.matronics.com/Navigator?Pietenpol-List
>
> http://forums.matronics.com
>
> http://wiki.matronics.com
>
> http://www.matronics.com/contribution
>
>
> ------------------------------
>
> This e-mail message (including any attachments) is for the sole use of
> the intended recipient(s) and may contain confidential and privileged
> information. If the reader of this message is not the intended
> recipient, you are hereby notified that any dissemination, distribution
> or copying of this message (including any attachments) is strictly
> prohibited.
>
> If you have received this message in error, please contact
> the sender by reply e-mail message and destroy all copies of the
> original message (including attachments).
>
>
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | "taildrags" <taildrags(at)hotmail.com> |
Jack (Phillips)- sorry about my oversight in not mentioning the engine stoppage
as being the cause of the crash of John's Subaru-powered Piet. It was not intentional...
I'm no big champion of the Subaru. I like the engine design and
the water cooling, and they are said to be durable engines in cars, but they have
to be revved up to develop their rated HP and if you try to use the factory
ignition and fuel systems, you have to also use their engine control module
and it would be hard to find a more complicated and arcane setup than the Subaru
ECM. There is limp-home mode and wires to be crossed and this jumper and that
trick to get them to run without the car sensors and modules and O2 sensors
and all the rest of it... definitely not for the faint of heart and not something
that can readily be worked on in the field. "Stone simple" does not generally
describe the injected, turbocharged Subaru engine!
Steve D., regarding the Piet engine mount for the O-200, is it not the same mount
as for the A65-75-85-C90? I have no experience with how the accessory case
on the O-200 fits the mount for the -8 small Continentals that only have the
mags on the rear of the engine, so I don't know how everything fits the mount
crossmembers of the Continental mount that is available with the plans from the
Pietenpol family. The engine mount bushings for all of those engines are the
same, and I assume that the engine mounting bolt geometry is the same for all
of those engines, but I have not studied that. The dry weight for all of those
shows up as about 170 lbs, but of course that is highly dependent on the accessories,
prop hub, oil tank, and other variations.
--------
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=477866#477866
________________________________________________________________________________
| From: | Gerrit-Jan Kaal <gjhkaal(at)gmail.com> |
| Subject: | Re: Unusual part |
Looks like MC Escher designed this ;-)
On Mon, Feb 5, 2018 at 6:13 PM, Steven Dortch
wrote:
> Can anyone advise me on making this part? De Havilland says they have no
> record of this part or the tools to install it.
>
>
> --
> Blue Skies,
> Steve D
>
________________________________________________________________________________
| From: | "Boatright, Jeffrey" <jboatri(at)emory.edu> |
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________________________________________________________________________________
| From: | Kip Gardner <kipgohio1957(at)gmail.com> |
William Wynne is still going strong by all indications. Also, the other
item not mentioned, is the availability of the =985th bearing=99
assembly, which is now a standard part of the conversion and greatly
incraeses the reliability of the engine.
Kip Gardner
BTW, I have not yet put it up on Barnstormers or any other public
location, but my project is for sale, I=99ve decided that if
flying is going to be part of my life, I need a simpler project, like a
RagWing Piet. My farm (which is a pretty all-encompassing =98life
project=99 all by itself) and teaching take most of my time and
energy. If anyone is interested in a well-along project, with most of
what=99s needed to complete it as well, please get in touch for
details. located in eastern Ohio.
> On Feb 6, 2018, at 4:01 AM, Boatright, Jeffrey
wrote:
>
> I agree with Jack that a Corvair conversion can be an acceptable
powerplant. They can be made reliable and there is a large base of
experience with their use in Piets. Importantly, thus includes critical
ancillaries like fuel systems and maintenance protocols, and one-time
hurdles, such as engine mounts. I don't know if William Wynne is still
running his conversion business, but his stuff alone is massive.
>
> That said, you'll still be devoting a lot of time to rebuilding the
engine.
>
>
=94=94=94=94=94=94=94=94
=94=94=94=94=94=94=94=94
=94=94=94=94=94=94=94=94=94
=94=94=94=94
> Jeffrey H. Boatright, PhD, FARVO
> Professor of Ophthalmology
> Emory University School of Medicine
> Sent from an iPad with a spelling problem
>
> On Feb 5, 2018, at 9:03 PM, William Geipel > wrote:
>
>> Never having built an airplane, how big a deal is it to put a
different engine on? Motor mounts available or
>> Do I need to custom build one? Will an 0-200 work? 100hp would be
nice at 8=99300=99.
>>
>> Thank you all for the advice and info. Keep it coming.
>>
>> Bill
>>
>>
>>> On Feb 5, 2018, at 06:56, Jack Philips > wrote:
>>>
>>> I agree with Jeff=99s assessment. In addition to the
Subaru=99s reputation in Pietenpols, I know that the first fatal
crash of an RV-10 was caused by a failure of its Subaru engine. And
what Oscar Zuniga failed to mention in his post (below) is that the
reason Greg Bacon now owns John Dilatush=99s Subaru powered
Pietenpol is that John crashed it due to an engine failure with the
Soob. I don=99t know if Greg is going to continue to use that
engine or put a more proven powerplant, such as a Continental or Corvair
on it.
>>>
>>> Jack Phillips
>>> Smith Mountain Lake, Virginia
>>>
>>> From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com
] On Behalf Of
Boatright, Jeffrey
>>> Sent: Monday, February 5, 2018 8:22 AM
>>> To: pietenpol-list(at)matronics.com
>>> Subject: Re: Pietenpol-List: Re: piet
>>>
>>> I know of at least three locally that have failed while in the air.
I don=99t know the reasons.
>>>
>>> IMO, you are much, much better off getting the manuals and
rebuilding a Continental. Yes parts costs are high, and yes, you can
still be surprised by unexpected wear or damage, but in the end, you
have a reliable engine. With the Soobs, you have the same unknowns in
terms of previous wear or damage, but there=99s a whole bunch more
unpredictability in terms of the rebuild AND the conversion. Plus, all
of the ancillary systems will need to be worked out.
>>>
>>> I don=99t know of a single Soob installation that has worked
out well in the long run. That=99s not to say they don=99t
exist, but
>>>
>>> --
>>> 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: <owner-pietenpol-list-server(at)matronics.com
> on behalf of William
Geipel >
>>> Reply-To: "pietenpol-list(at)matronics.com
" >
>>> Date: Monday, February 5, 2018 at 8:11 AM
>>> To: "pietenpol-list(at)matronics.com
" >
>>> Subject: Re: Pietenpol-List: Re: piet
>>>
>
>>>
>>> How reliable is this engine?
>>>
>>>
>>>> On Feb 4, 2018, at 21:11, taildrags > wrote:
>
>>>> Unless my memory is too cloudy to recall the details, my Dad's old
Navy Bluejackets' Manual had knots and splices described in it, and he
taught me the 5-tuck splice but in rope and with cord whipping, not in
cable with wire. I can only imagine what it must be like to try to
5-tuck 1/8" or 3/32" aircraft cable with your bare hands! Dad served in
the Navy in WWII as a meteorologist aboard the USS Jerauld.
>>>> But to get back to Bill about the Subaru engine for higher
altitudes, turbocharging has been done but not with the EA81 that I know
of... an EA82T is on John Dilatush's (now Greg Bacon's) Air Camper that
he flew out of Salida, CO when he owned it. Salida is at 7,083 MSL.
There are photos of it on Westcoastpiet, just go to the 'Pictures' page
and scroll down to the Js for John Dilatush.
>>>> --------
>>>> 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=477834#477834
<http://forums.matronics.com/viewtopic.php?p=477834#477834>
>>>
>>> http://www.matronics.com/Navigator?Pietenpol-List
<http://www.matronics.com/Navigator?Pietenpol-List>
>>> http://forums.matronics.com
>>> http://wiki.matronics.com
>>> http://www.matronics.com/contribution
<http://www.matronics.com/contribution>
>>>
>>>
>>>
>>>
>>>
>>>
>>> This e-mail message (including any attachments) is for the sole use
of
>>> the intended recipient(s) and may contain confidential and
privileged
>>> information. If the reader of this message is not the intended
>>> recipient, you are hereby notified that any dissemination,
distribution
>>> or copying of this message (including any attachments) is strictly
>>> prohibited.
>>>
>>> If you have received this message in error, please contact
>>> the sender by reply e-mail message and destroy all copies of the
>>> original message (including attachments).
>>
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
OZ, I don't know if the A65 to O200 are the same mount but have read some
things on the reliable sites (Flybaby and a couple of others. that indicate
that they are the same.
Anyone looking at small engines would do well to read Harry Fenton's input
on the flybaby page.
http://www.bowersflybaby.com/tech/engines.htm
On Mon, Feb 5, 2018 at 10:47 PM, taildrags wrote:
>
> Jack (Phillips)- sorry about my oversight in not mentioning the engine
> stoppage as being the cause of the crash of John's Subaru-powered Piet. It
> was not intentional... I'm no big champion of the Subaru. I like the
> engine design and the water cooling, and they are said to be durable
> engines in cars, but they have to be revved up to develop their rated HP
> and if you try to use the factory ignition and fuel systems, you have to
> also use their engine control module and it would be hard to find a more
> complicated and arcane setup than the Subaru ECM. There is limp-home mode
> and wires to be crossed and this jumper and that trick to get them to run
> without the car sensors and modules and O2 sensors and all the rest of
> it... definitely not for the faint of heart and not something that can
> readily be worked on in the field. "Stone simple" does not generally
> describe the injected, turbocharged Subaru engine!
>
> Steve D., regarding the Piet engine mount for the O-200, is it not the
> same mount as for the A65-75-85-C90? I have no experience with how the
> accessory case on the O-200 fits the mount for the -8 small Continentals
> that only have the mags on the rear of the engine, so I don't know how
> everything fits the mount crossmembers of the Continental mount that is
> available with the plans from the Pietenpol family. The engine mount
> bushings for all of those engines are the same, and I assume that the
> engine mounting bolt geometry is the same for all of those engines, but I
> have not studied that. The dry weight for all of those shows up as about
> 170 lbs, but of course that is highly dependent on the accessories, prop
> hub, oil tank, and other variations.
>
> --------
> 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=477866#477866
>
>
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
| Subject: | Some Continental A65 and Ford Model A parts and pieces |
and many tools for sale
Pietenpeople I am posting this for two reasons. 1. to help my buddie's
family clear his estate and 2. get these parts in front of people who will
use them.
My old Buddy Lonnie Gillespie's estate in Enid, Oklahoma will be coming up
for auction in May.
His Hangar includes a bunch of Ford Model A and T parts as well as 6 A65
continental engine cases along with a lot of parts to build up engines.
Rivets and fittings,
Two small motor mounts one Lycoming one small Continental.
He also had a workshop set up with about any tool a mechanic would want.
Engine test stands, Saws, drills, presses, hand tools, welding rigs, shear.
Many antique tools that he used.
A VW beetle project with complete new engine, tires and fenders.
A 1947 Aeronca Champ. What a great plane.
If you are interested I can tell you what I know about the things for sale.
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | shad bell <aviatorbell(at)yahoo.com> |
I know the rubbers are a different style on the 0-200. They have a sleeve b
ushing that runs thru the rubbers and i think cupped washers. I do believe
the mount points are the same dimensions as far as the engine mount goes.
=C2-
Shad
Sent from Yahoo Mail for iPhone
On Tuesday, February 6, 2018, 7:42 AM, Steven Dortch <steven.d.dortch@gmail
.com> wrote:
OZ, I don't know if the A65 to O200 are the same mount but have read some t
hings on the reliable sites (Flybaby and a couple of others. that indicate
that they are the same.
Anyone looking at small engines would do well to read Harry Fenton's input
on the flybaby page.=C2-
http://www.bowersflybaby.com/tech/engines.htm
On Mon, Feb 5, 2018 at 10:47 PM, taildrags wrote:
Jack (Phillips)- sorry about my oversight in not mentioning the engine stop
page as being the cause of the crash of John's Subaru-powered Piet.=C2- I
t was not intentional... I'm no big champion of the Subaru.=C2- I like th
e engine design and the water cooling, and they are said to be durable engi
nes in cars, but they have to be revved up to develop their rated HP and if
you try to use the factory ignition and fuel systems, you have to also use
their engine control module and it would be hard to find a more complicate
d and arcane setup than the Subaru ECM.=C2- There is limp-home mode and w
ires to be crossed and this jumper and that trick to get them to run withou
t the car sensors and modules and O2 sensors and all the rest of it... defi
nitely not for the faint of heart and not something that can readily be wor
ked on in the field.=C2- "Stone simple" does not generally describe the i
njected, turbocharged Subaru engine!
Steve D., regarding the Piet engine mount for the O-200, is it not the same
mount as for the A65-75-85-C90?=C2- I have no experience with how the ac
cessory case on the O-200 fits the mount for the -8 small Continentals that
only have the mags on the rear of the engine, so I don't know how everythi
ng fits the mount crossmembers of the Continental mount that is available w
ith the plans from the Pietenpol family.=C2- The engine mount bushings fo
r all of those engines are the same, and I assume that the engine mounting
bolt geometry is the same for all of those engines, but I have not studied
that.=C2- The dry weight for all of those shows up as about 170 lbs, but
of course that is highly dependent on the accessories, prop hub, oil tank,
and other variations.
--------
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=477866#477866
==== ====================
========== =
br>enpol-List" rel="noreferrer" target="_blank">http://www.matronics.co
m/ Navigator?Pietenpol-List
==== ====================
========== =
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
==== ====================
========== =
WIKI -
errer" target="_blank">http://wiki.matronics.com
==== ====================
========== =
b Site -
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
rel="noreferrer" target="_blank">http://www.matronics.com/ contribution
==== ====================
========== =
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | "taildrags" <taildrags(at)hotmail.com> |
Aircraft Spruce lists the same part number for all of these engines...
--------
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=477876#477876
Attachments:
http://forums.matronics.com//files/bushing_113.jpg
________________________________________________________________________________
| From: | Scott Knowlton <flyingscott_k(at)hotmail.com> |
One of the reasons I went with a C-85 was that I measured the mount profile at
the accessory case and found it was exactly the same as an 0-200. If I choose
to upgrade to 100 Hp I could always just change out the engine with little to
no fuss with the cowl and mount.
Of course, dont trust my measuring, do your own research here.
Scott K
Covering the Piet Wings in Burlington ON Canada.
> On Feb 6, 2018, at 9:38 AM, taildrags wrote:
>
>
> Aircraft Spruce lists the same part number for all of these engines...
>
> --------
> 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=477876#477876
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/bushing_113.jpg
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Jack Philips" <jack(at)bedfordlandings.com> |
Regardless of what engine you will be putting on a Pietenpol, you will
need to build a mount. This ain=99t no sissy KIT
Jack Phillips
Smith Mountain Lake, Virginia
From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of William
Geipel
Sent: Monday, February 5, 2018 9:00 PM
Subject: Re: Pietenpol-List: Re: piet
Never having built an airplane, how big a deal is it to put a different
engine on? Motor mounts available or
Do I need to custom build one? Will an 0-200 work? 100hp would be
nice at 8=99300=99.
Thank you all for the advice and info. Keep it coming.
Bill
On Feb 5, 2018, at 06:56, Jack Philips > wrote:
I agree with Jeff=99s assessment. In addition to the
Subaru=99s reputation in Pietenpols, I know that the first fatal
crash of an RV-10 was caused by a failure of its Subaru engine. And
what Oscar Zuniga failed to mention in his post (below) is that the
reason Greg Bacon now owns John Dilatush=99s Subaru powered
Pietenpol is that John crashed it due to an engine failure with the
Soob. I don=99t know if Greg is going to continue to use that
engine or put a more proven powerplant, such as a Continental or Corvair
on it.
Jack Phillips
Smith Mountain Lake, Virginia
From: <mailto:owner-pietenpol-list-server(at)matronics.com>
owner-pietenpol-list-server(at)matronics.com [
mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of
Boatright, Jeffrey
Sent: Monday, February 5, 2018 8:22 AM
Subject: Re: Pietenpol-List: Re: piet
I know of at least three locally that have failed while in the air. I
don=99t know the reasons.
IMO, you are much, much better off getting the manuals and rebuilding a
Continental. Yes parts costs are high, and yes, you can still be
surprised by unexpected wear or damage, but in the end, you have a
reliable engine. With the Soobs, you have the same unknowns in terms of
previous wear or damage, but there=99s a whole bunch more
unpredictability in terms of the rebuild AND the conversion. Plus, all
of the ancillary systems will need to be worked out.
I don=99t know of a single Soob installation that has worked out
well in the long run. That=99s not to say they don=99t
exist, but
--
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: < <mailto:owner-pietenpol-list-server(at)matronics.com>
owner-pietenpol-list-server(at)matronics.com> on behalf of William Geipel <
l129bs(at)gmail.com>
pietenpol-list(at)matronics.com" <
pietenpol-list(at)matronics.com>
Date: Monday, February 5, 2018 at 8:11 AM
pietenpol-list(at)matronics.com" <
pietenpol-list(at)matronics.com>
Subject: Re: Pietenpol-List: Re: piet
l129bs(at)gmail.com>
How reliable is this engine?
On Feb 4, 2018, at 21:11, taildrags <
taildrags(at)hotmail.com> wrote:
taildrags(at)hotmail.com>
Unless my memory is too cloudy to recall the details, my Dad's old Navy
Bluejackets' Manual had knots and splices described in it, and he taught
me the 5-tuck splice but in rope and with cord whipping, not in cable
with wire. I can only imagine what it must be like to try to 5-tuck
1/8" or 3/32" aircraft cable with your bare hands! Dad served in the
Navy in WWII as a meteorologist aboard the USS Jerauld.
But to get back to Bill about the Subaru engine for higher altitudes,
turbocharging has been done but not with the EA81 that I know of... an
EA82T is on John Dilatush's (now Greg Bacon's) Air Camper that he flew
out of Salida, CO when he owned it. Salida is at 7,083 MSL. There are
photos of it on Westcoastpiet, just go to the 'Pictures' page and scroll
down to the Js for John Dilatush.
--------
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=477834#477834>
http://forums.matronics.com/viewtopic.php?p=477834#477834
<http://www.matronics.com/Navigator?Pietenpol-List>
http://www.matronics.com/Navigator?Pietenpol-List
<http://forums.matronics.com/> http://forums.matronics.com
<http://wiki.matronics.com/> http://wiki.matronics.com
<http://www.matronics.com/contribution>
http://www.matronics.com/contribution
_____
This e-mail message (including any attachments) is for the sole use of
the intended recipient(s) and may contain confidential and privileged
information. If the reader of this message is not the intended
recipient, you are hereby notified that any dissemination, distribution
or copying of this message (including any attachments) is strictly
prohibited.
If you have received this message in error, please contact
the sender by reply e-mail message and destroy all copies of the
original message (including attachments).
________________________________________________________________________________
| From: | "Jack Philips" <jack(at)bedfordlandings.com> |
When I changed the engine on my old Cessna 140 from a C85 to an O-200, I had
to install a new mount.
Jack Phillips
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: Tuesday, February 6, 2018 11:34 AM
Subject: Pietenpol-List: Re: piet
-->
Aircraft Spruce lists the same part number for all of these engines...
--------
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=477876#477876
Attachments:
http://forums.matronics.com//files/bushing_113.jpg
________________________________________________________________________________
| From: | "Boatright, Jeffrey" <jboatri(at)emory.edu> |
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________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
65 to 85 are the same case by in large. There was some change from teh 85
to the C90 and O200. I cant remember which one that is Not a great (still
good) the 85 or 90.
On Tue, Feb 6, 2018 at 2:31 PM, Boatright, Jeffrey
wrote:
> Hm. When we exchanged the A-65 for a C-85, the same mount worked.
>
>
> --
>
> 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: *<owner-pietenpol-list-server(at)matronics.com> on behalf of Jack
> Philips
> *Reply-To: *"pietenpol-list(at)matronics.com"
> *Date: *Tuesday, February 6, 2018 at 3:19 PM
> *To: *"pietenpol-list(at)matronics.com"
> *Subject: *RE: Pietenpol-List: Re: piet
>
>
> jack(at)bedfordlandings.com>
>
>
> When I changed the engine on my old Cessna 140 from a C85 to an O-200, I
> had
>
> to install a new mount.
>
>
> Jack Phillips
>
> 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: Tuesday, February 6, 2018 11:34 AM
>
> To: pietenpol-list(at)matronics.com
>
> Subject: Pietenpol-List: Re: piet
>
>
> -->
>
>
> Aircraft Spruce lists the same part number for all of these engines...
>
>
> --------
>
> 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=477876#477876
>
>
> Attachments:
>
>
> http://forums.matronics.com//files/bushing_113.jpg
> <http://forums.matronics.com/files/bushing_113.jpg>
>
>
> ------------------------------
>
> This e-mail message (including any attachments) is for the sole use of
> the intended recipient(s) and may contain confidential and privileged
> information. If the reader of this message is not the intended
> recipient, you are hereby notified that any dissemination, distribution
> or copying of this message (including any attachments) is strictly
> prohibited.
>
> If you have received this message in error, please contact
> the sender by reply e-mail message and destroy all copies of the
> original message (including attachments).
>
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Kip Gardner <kipgohio1957(at)gmail.com> |
For those interested in Corvairs, William Wynne is still going strong by
all indications. Also, an item not mentioned, is the availability of
the =985th bearing=99 assembly, which is now a standard part
of the conversion and greatly incraeses the reliability of the engine.
Kip Gardner
BTW, I have not yet put it up on Barnstormers or any other public
location, but my project is for sale, I=99ve decided that if
flying is going to be part of my life, I need a simpler project, like a
RagWing Piet. My farm (which is a pretty all-encompassing =98life
project=99 all by itself) and teaching take most of my time and
energy. If anyone is interested in a well-along project, with most of
what=99s needed to complete it as well, please get in touch for
details. Includes a torn-down Corvair (done at Corvair College #7 under
WW supervision) with some of the work towards the rebuild started.
Located in eastern Ohio.
> On Feb 6, 2018, at 4:15 PM, Steven Dortch
wrote:
>
> 65 to 85 are the same case by in large. There was some change from teh
85 to the C90 and O200. I cant remember which one that is Not a great
(still good) the 85 or 90.
>
>
> On Tue, Feb 6, 2018 at 2:31 PM, Boatright, Jeffrey > wrote:
> Hm. When we exchanged the A-65 for a C-85, the same mount worked.
>
>
>
> --
>
> 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: <owner-pietenpol-list-server(at)matronics.com
> on behalf of Jack
Philips >
> Reply-To: "pietenpol-list(at)matronics.com
" >
> Date: Tuesday, February 6, 2018 at 3:19 PM
> To: "pietenpol-list(at)matronics.com
" >
> Subject: RE: Pietenpol-List: Re: piet
>
>
>
>
>
>
>
> When I changed the engine on my old Cessna 140 from a C85 to an O-200,
I had
>
> to install a new mount.
>
>
>
> Jack Phillips
>
> 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: Tuesday, February 6, 2018 11:34 AM
>
> To: pietenpol-list(at)matronics.com
> Subject: Pietenpol-List: Re: piet
>
>
>
>
> --> >
>
>
>
> Aircraft Spruce lists the same part number for all of these engines...
>
>
>
> --------
>
> 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=477876#477876
<http://forums.matronics.com/viewtopic.php?p=477876#477876>
>
>
>
>
>
>
>
>
> Attachments:
>
>
>
> http://forums.matronics.com//files/bushing_113.jpg
<http://forums.matronics.com/files/bushing_113.jpg>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
> http://www.matronics.com/Navigator?Pietenpol-List
>
> http://forums.matronics.com
>
> http://wiki.matronics.com
>
> http://www.matronics.com/contribution
>
>
>
>
>
>
>
>
>
>
>
> This e-mail message (including any attachments) is for the sole use of
> the intended recipient(s) and may contain confidential and privileged
> information. If the reader of this message is not the intended
> recipient, you are hereby notified that any dissemination,
distribution
> or copying of this message (including any attachments) is strictly
> prohibited.
>
> If you have received this message in error, please contact
> the sender by reply e-mail message and destroy all copies of the
> original message (including attachments).
>
>
>
> --
> Blue Skies,
> Steve D
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
| Subject: | Fwd: B: OT Grumman duck floats for sale |
---------- Forwarded message ----------
From: "Steven Dortch via beech-owners" <beech-owners(at)beechcraft.org>
Date: Feb 6, 2018 4:40 PM
Subject: B: OT Grumman duck floats for sale
Cc: "Steven Dortch"
There are a pair of Grumman duck floats in my buddy's estate . If y'all
know of someone doing a restoration let them know. I heard one guy is
hoping to get them to turn into rides for a Shriners kids train
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
| Subject: | OT Grumman duck floats |
There are a pair of Grumman duck floats in my buddy's estate . If y'all
know of someone doing a restoration let them know. I heard one guy is
hoping to get them to turn into rides for a Shriners kids train
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | William Geipel <l129bs(at)gmail.com> |
And a new cowling I suppose.
> On Feb 6, 2018, at 13:16, Jack Philips
wrote:
>
> Regardless of what engine you will be putting on a Pietenpol, you will
need to build a mount. This ain=99t no sissy KIT
>
> Jack Phillips
> Smith Mountain Lake, Virginia
>
> From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com
] On Behalf Of William
Geipel
> Sent: Monday, February 5, 2018 9:00 PM
> To: pietenpol-list(at)matronics.com
> Subject: Re: Pietenpol-List: Re: piet
>
> Never having built an airplane, how big a deal is it to put a
different engine on? Motor mounts available or
> Do I need to custom build one? Will an 0-200 work? 100hp would be
nice at 8=99300=99.
>
> Thank you all for the advice and info. Keep it coming.
>
> Bill
>
>
>> On Feb 5, 2018, at 06:56, Jack Philips > wrote:
>>
>> I agree with Jeff=99s assessment. In addition to the
Subaru=99s reputation in Pietenpols, I know that the first fatal
crash of an RV-10 was caused by a failure of its Subaru engine. And
what Oscar Zuniga failed to mention in his post (below) is that the
reason Greg Bacon now owns John Dilatush=99s Subaru powered
Pietenpol is that John crashed it due to an engine failure with the
Soob. I don=99t know if Greg is going to continue to use that
engine or put a more proven powerplant, such as a Continental or Corvair
on it.
>>
>> Jack Phillips
>> Smith Mountain Lake, Virginia
>>
>> From: owner-pietenpol-list-server(at)matronics.com
[mailto:owner-pietenpol-list-server(at)matronics.com
] On Behalf Of
Boatright, Jeffrey
>> Sent: Monday, February 5, 2018 8:22 AM
>> To: pietenpol-list(at)matronics.com
>> Subject: Re: Pietenpol-List: Re: piet
>>
>> I know of at least three locally that have failed while in the air. I
don=99t know the reasons.
>>
>> IMO, you are much, much better off getting the manuals and rebuilding
a Continental. Yes parts costs are high, and yes, you can still be
surprised by unexpected wear or damage, but in the end, you have a
reliable engine. With the Soobs, you have the same unknowns in terms of
previous wear or damage, but there=99s a whole bunch more
unpredictability in terms of the rebuild AND the conversion. Plus, all
of the ancillary systems will need to be worked out.
>>
>> I don=99t know of a single Soob installation that has worked
out well in the long run. That=99s not to say they don=99t
exist, but
>>
>> --
>> 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: <owner-pietenpol-list-server(at)matronics.com
> on behalf of William
Geipel >
>> Reply-To: "pietenpol-list(at)matronics.com
" >
>> Date: Monday, February 5, 2018 at 8:11 AM
>> To: "pietenpol-list(at)matronics.com
" >
>> Subject: Re: Pietenpol-List: Re: piet
>>
>
>>
>> How reliable is this engine?
>>
>>
>>> On Feb 4, 2018, at 21:11, taildrags > wrote:
>
>>> Unless my memory is too cloudy to recall the details, my Dad's old
Navy Bluejackets' Manual had knots and splices described in it, and he
taught me the 5-tuck splice but in rope and with cord whipping, not in
cable with wire. I can only imagine what it must be like to try to
5-tuck 1/8" or 3/32" aircraft cable with your bare hands! Dad served in
the Navy in WWII as a meteorologist aboard the USS Jerauld.
>>> But to get back to Bill about the Subaru engine for higher
altitudes, turbocharging has been done but not with the EA81 that I know
of... an EA82T is on John Dilatush's (now Greg Bacon's) Air Camper that
he flew out of Salida, CO when he owned it. Salida is at 7,083 MSL.
There are photos of it on Westcoastpiet, just go to the 'Pictures' page
and scroll down to the Js for John Dilatush.
>>> --------
>>> 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=477834#477834
<http://forums.matronics.com/viewtopic.php?p=477834#477834>
>>
>> http://www.matronics.com/Navigator?Pietenpol-List
<http://www.matronics.com/Navigator?Pietenpol-List>
>> http://forums.matronics.com
>> http://wiki.matronics.com
>> http://www.matronics.com/contribution
<http://www.matronics.com/contribution>
>>
>>
>>
>>
>>
>>
>> This e-mail message (including any attachments) is for the sole use
of
>> the intended recipient(s) and may contain confidential and privileged
>> information. If the reader of this message is not the intended
>> recipient, you are hereby notified that any dissemination,
distribution
>> or copying of this message (including any attachments) is strictly
>> prohibited.
>>
>> If you have received this message in error, please contact
>> the sender by reply e-mail message and destroy all copies of the
>> original message (including attachments).
________________________________________________________________________________
| From: | William Geipel <l129bs(at)gmail.com> |
but I=99m going from a Subaru to ???. Nothing will match.
> On Feb 6, 2018, at 14:15, Steven Dortch
wrote:
>
> 65 to 85 are the same case by in large. There was some change from teh
85 to the C90 and O200. I cant remember which one that is Not a great
(still good) the 85 or 90.
>
>
> On Tue, Feb 6, 2018 at 2:31 PM, Boatright, Jeffrey > wrote:
> Hm. When we exchanged the A-65 for a C-85, the same mount worked.
>
>
>
> --
>
> 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: <owner-pietenpol-list-server(at)matronics.com
> on behalf of Jack
Philips >
> Reply-To: "pietenpol-list(at)matronics.com
" >
> Date: Tuesday, February 6, 2018 at 3:19 PM
> To: "pietenpol-list(at)matronics.com
" >
> Subject: RE: Pietenpol-List: Re: piet
>
>
>
>
>
>
>
> When I changed the engine on my old Cessna 140 from a C85 to an O-200,
I had
>
> to install a new mount.
>
>
>
> Jack Phillips
>
> 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: Tuesday, February 6, 2018 11:34 AM
>
> To: pietenpol-list(at)matronics.com
> Subject: Pietenpol-List: Re: piet
>
>
>
>
> --> >
>
>
>
> Aircraft Spruce lists the same part number for all of these engines...
>
>
>
> --------
>
> 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=477876#477876
<http://forums.matronics.com/viewtopic.php?p=477876#477876>
>
>
>
>
>
>
>
>
> Attachments:
>
>
>
> http://forums.matronics.com//files/bushing_113.jpg
<http://forums.matronics.com/files/bushing_113.jpg>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
> http://www.matronics.com/Navigator?Pietenpol-List
>
> http://forums.matronics.com
>
> http://wiki.matronics.com
>
> http://www.matronics.com/contribution
>
>
>
>
>
>
>
>
>
>
>
> This e-mail message (including any attachments) is for the sole use of
> the intended recipient(s) and may contain confidential and privileged
> information. If the reader of this message is not the intended
> recipient, you are hereby notified that any dissemination,
distribution
> or copying of this message (including any attachments) is strictly
> prohibited.
>
> If you have received this message in error, please contact
> the sender by reply e-mail message and destroy all copies of the
> original message (including attachments).
>
>
>
> --
> Blue Skies,
> Steve D
________________________________________________________________________________
| From: | "taildrags" <taildrags(at)hotmail.com> |
Steve; the change in the small Continentals came when the A series went to the
C series. The A series engines are all 171 cu.in. (bore 3.875", stroke 3.625")
and got different horsepower ratings from 50 to 80 depending on compression
ratio and RPM, plus other tweaks here and there. The A80 is the slug of the bunch
and is not often seen, the pistons having 5 rings vs 3 on the smaller siblings,
so those have higher friction drag and a higher parts count. The A80 puts
out its rated power at 2700 RPM, so coupled with more rings on each piston
and heavier pistons, they develop more heat and friction at rated output. By
contrast the C85 puts out its rated power at a much more modest 2575 RPM, so
in this power range the C75 and C85 are much favored over the A80.
The early C series, the 75 and 85, are 188 cu.in. displacement by virtue of the
bore increasing to 4.0625" over the A series engines.
The later C series, the C90 and O200, also have the 4.0625" bore but the stroke
is increased to 3.88". From these details you can see how some parts interchange
between all of these models, a few interchange between several models, and
a few only interchange with a few. You mention one of these engines being not
as favored as another, and that would probably be the C85 vs its cousin the
C90. The C85 puts out its rated power at 2575 RPM whereas the C90 puts out its
rated power at a lower 2475 RPM and develops its best torque at a better operating
point due to a different cam. The C90 is said to be the choice for airplanes
operating on floats and using small Continentals.
As you can well imagine, differences occurred all along the way as electrical systems,
starters, fuel pumps, vacuum pumps, and various other accessories were
designed to be fitted to these engines by the factory. It's fun to study all
of these variations if you're an engine nut like I am (or wannabe, anyway!)
--------
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=477891#477891
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
Oscar, what is parts interchangeableity between the A and C?
On Feb 6, 2018 10:34 PM, "taildrags" wrote:
>
> Steve; the change in the small Continentals came when the A series went to
> the C series. The A series engines are all 171 cu.in. (bore 3.875",
> stroke 3.625") and got different horsepower ratings from 50 to 80 depending
> on compression ratio and RPM, plus other tweaks here and there. The A80 is
> the slug of the bunch and is not often seen, the pistons having 5 rings vs
> 3 on the smaller siblings, so those have higher friction drag and a higher
> parts count. The A80 puts out its rated power at 2700 RPM, so coupled with
> more rings on each piston and heavier pistons, they develop more heat and
> friction at rated output. By contrast the C85 puts out its rated power at
> a much more modest 2575 RPM, so in this power range the C75 and C85 are
> much favored over the A80.
>
> The early C series, the 75 and 85, are 188 cu.in. displacement by virtue
> of the bore increasing to 4.0625" over the A series engines.
>
> The later C series, the C90 and O200, also have the 4.0625" bore but the
> stroke is increased to 3.88". From these details you can see how some
> parts interchange between all of these models, a few interchange between
> several models, and a few only interchange with a few. You mention one of
> these engines being not as favored as another, and that would probably be
> the C85 vs its cousin the C90. The C85 puts out its rated power at 2575
> RPM whereas the C90 puts out its rated power at a lower 2475 RPM and
> develops its best torque at a better operating point due to a different
> cam. The C90 is said to be the choice for airplanes operating on floats
> and using small Continentals.
>
> As you can well imagine, differences occurred all along the way as
> electrical systems, starters, fuel pumps, vacuum pumps, and various other
> accessories were designed to be fitted to these engines by the factory.
> It's fun to study all of these variations if you're an engine nut like I am
> (or wannabe, anyway!)
>
> --------
> 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=477891#477891
>
>
________________________________________________________________________________
| From: | "Clif Dawson" <cdawson5854(at)shaw.ca> |
| Subject: | Re: Unusual part |
These are the folks that are everything Dehaviland.
If they can't help you then not even Heaven can!
https://www.vikingair.com/
Can anyone advise me on making this part? De Havilland says they have
no record of this part or the tools to install it.
--
Blue Skies,
Steve D
Virus-free. www.avg.com
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
I have a rather big buddy who is going to build a Piet. He is an A&P and
has decided to build a steel tube fuselage. I told him about the Big Piet
group. Can anyone tell me more about the Big Piet? What makes it big? Are
there plans?
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Timothy Willis <timwillis01(at)gmail.com> |
| Subject: | Re: Pietenpol-List Digest: 1 Msgs - 02/14/18 |
Steve,
"Big Piet" refers to a group of 5 builders who built 5 different Piets as a
group and then drew straws to see who owned which one. =8BThey used
Carlson
aluminum struts in places, but otherwise, as far as I know, stuck to the
dimensions and spruce of plans. As I recall Barry Davis was the group's
primary spokesperson.
I am only 6 feet tall these days, and still likely shrinking, but am too
wide and with unusually long legs for my height. I bought a short fuselage
already built and discovered it would not work for me. Then I bought a
long fuze project. My Piet is 3 inches wider than plans, as originally
built by "Corky," who first built Oscar's plane. After I placed rudder
pedals to accommodate my legs, I had to cut out bigger holes in the
structure for my shins, and replace some of the worrisome loss of strength
with added ply and spruce.
How big is your friend and where is he? He can sit in mine if he likes.
Tim in central TX
On Thu, Feb 15, 2018 at 1:39 AM, Pietenpol-List Digest Server <
pietenpol-list(at)matronics.com> 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 18-02-14&Archive=Pietenpol
>
> Text Version:
>
> http://www.matronics.com/digest/digestview.php?Style
> 82701&View=txt&Chapter 18-02-14&Archive=Pietenpol
>
>
> ========================
=======================
> EMail Version of Today's List Digest Archive
> ========================
=======================
>
>
> ----------------------------------------------------------
> Pietenpol-List Digest Archive
> ---
> Total Messages Posted Wed 02/14/18: 1
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 08:56 PM - Big Piets (Steven Dortch)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> From: Steven Dortch <steven.d.dortch(at)gmail.com>
> Subject: Pietenpol-List: Big Piets
>
> I have a rather big buddy who is going to build a Piet. He is an A&P and
> has decided to build a steel tube fuselage. I told him about the Big Piet
> group. Can anyone tell me more about the Big Piet? What makes it big? Are
> there plans?
>
> --
> Blue Skies,
> Steve D
>
>
===========
===========
===========
===========
===========
>
>
________________________________________________________________________________
| Subject: | Re: Pietenpol-List Digest: 1 Msgs - 02/14/18 |
| From: | "jarheadpilot82" <jarheadpilot82(at)hotmail.com> |
Steve,
Barry Davis is the go-to guy for information, so I would contact him. I will PM
you his phone number and email.
Tim,
Several years ago, I called Barry and asked him if I could drive over and see the
Big Piets and he graciously agreed. As I recall they are a good bit bigger
than the plans. In fact, Barry said that, in many ways, they were Piets in name
only as they had lengthened and widened them. I just wanted to point out that
they are definitely NOT built to plans. In fact, that had some gear issues because
they had widened the fuselages but kept the same size cross tubes. So they
had to go back and beef them up.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478033#478033
________________________________________________________________________________
| From: | John Fastnaught <fastnaught(at)windstream.net> |
| Subject: | Re: Pietenpol-List Digest: 1 Msgs - 02/14/18 |
Terry,
Are they still around? I seem to remember that a couple of them were trashed in
the tornado at Sun N Fun a few years ago.
Sent from my iPad
> On Feb 15, 2018, at 5:16 PM, jarheadpilot82 wrote:
>
>
> Steve,
>
> Barry Davis is the go-to guy for information, so I would contact him. I will
PM you his phone number and email.
>
> Tim,
>
> Several years ago, I called Barry and asked him if I could drive over and see
the Big Piets and he graciously agreed. As I recall they are a good bit bigger
than the plans. In fact, Barry said that, in many ways, they were Piets in name
only as they had lengthened and widened them. I just wanted to point out that
they are definitely NOT built to plans. In fact, that had some gear issues
because they had widened the fuselages but kept the same size cross tubes. So
they had to go back and beef them up.
>
> --------
> Semper Fi,
>
> Terry Hand
> Athens, GA
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478033#478033
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Pietenpol-List Digest: 1 Msgs - 02/14/18 |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Ah yes... the infamous "Pietenpile" in March 2011 at Sun N Fun. Ugly.
--------
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=478043#478043
________________________________________________________________________________
| Subject: | Re: Pietenpol-List Digest: 1 Msgs - 02/14/18 |
| From: | "Vincent Dunn" <vincentkdunn(at)yahoo.com> |
Tim Willis,
I'm 6'4" so I am also removing some of the structure in the knee cap and shin area
in my Piet build. How did you resolve that "worrisome loss of strength" issue?
I'm very interested in how you braced the structure (or didn't) to allow
for longer legs. My fuselage is 166.75" long and the regulation 24" width. Thanks,
Vincentkdunn(at)yahoo.com
--------
Vincent Dunn
Salem Oregon
vincentkdunn(at)yahoo.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478044#478044
________________________________________________________________________________
| From: | Steve Ruse <steve(at)wotelectronics.com> |
| Subject: | Buying a used C-85 |
Hello good people!
I found a C-85 that was last overhauled in 1959, run for 500 hours, then put in
a museum. An A&P disassembled, cleaned, and inspected the engine last year for
the family of the deceased prior owner, and is now selling the engine for them.
It has new gaskets, paint, new mags, etc., and the price is $8,500. It
was run 3.2 hours recently, and has compressions in the low-mid 70s. Would you
buy this engine? I know nothing of the A&P.
I had a 1969 overhauled A-75 in my GN-1 (sorry), and flew behind it for 500 flawless
hours.
Im interested in any thoughts.
Thanks,
Steve Ruse
Fort Worth, TX
________________________________________________________________________________
| From: | Paul Waterhouse <paul(at)centralaero.nz> |
| Subject: | Re: Buying a used C-85 |
You had better do some serious back ground work on the engineer. He is the only
person who knows what the crank, cam & cylinder bores are really like.
Check the ADs as well.
A coat of paint looks fancy ........
P
NZ aircraft engineer 40 yrs doing it
Sent from my iPhone
> On 21/02/2018, at 5:18 PM, Steve Ruse wrote:
>
>
> Hello good people!
>
> I found a C-85 that was last overhauled in 1959, run for 500 hours, then put
in a museum. An A&P disassembled, cleaned, and inspected the engine last year
for the family of the deceased prior owner, and is now selling the engine for
them. It has new gaskets, paint, new mags, etc., and the price is $8,500. It
was run 3.2 hours recently, and has compressions in the low-mid 70s. Would
you buy this engine? I know nothing of the A&P.
>
> I had a 1969 overhauled A-75 in my GN-1 (sorry), and flew behind it for 500 flawless
hours.
>
> Im interested in any thoughts.
>
> Thanks,
>
> Steve Ruse
> Fort Worth, TX
>
>
>
>
>
>
________________________________________________________________________________
| From: | Jack Textor <jack(at)textors.com> |
| Subject: | Re: Buying a used C-85 |
Certified or experimental? I would suggest an inspection by your shop.
Jack Textor
Sent from my iPad
> On Feb 20, 2018, at 10:18 PM, Steve Ruse wrote:
>
>
> Hello good people!
>
> I found a C-85 that was last overhauled in 1959, run for 500 hours, then put
in a museum. An A&P disassembled, cleaned, and inspected the engine last year
for the family of the deceased prior owner, and is now selling the engine for
them. It has new gaskets, paint, new mags, etc., and the price is $8,500. It
was run 3.2 hours recently, and has compressions in the low-mid 70s. Would
you buy this engine? I know nothing of the A&P.
>
> I had a 1969 overhauled A-75 in my GN-1 (sorry), and flew behind it for 500 flawless
hours.
>
> Im interested in any thoughts.
>
> Thanks,
>
> Steve Ruse
> Fort Worth, TX
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
One year in on my build. So far i have built all 22 of the ribs. The vertical fin
and rudder. The horizontal tail feathers. And have the fuselage in the boat
stage. Still a ton to do yet but starting to look like something resembling an
airplane
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478219#478219
Attachments:
http://forums.matronics.com//files/20180223_154428_resized_383.jpg
http://forums.matronics.com//files/20180223_154441_resized_124.jpg
http://forums.matronics.com//files/20180223_154446_resized_421.jpg
http://forums.matronics.com//files/20180223_154459_resized_520.jpg
________________________________________________________________________________
| Subject: | Re: Tailwheel steering |
| From: | "braywood" <braywood(at)hotmail.com> |
This is not a reply, but discussion on the same topic.
Recently saw article about the Superstol, and it has a free-castoring, lockable
tail wheel.
How would this principle work on the Piet? Simpler design....?
Comments please!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478223#478223
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | Kip Gardner <kipgohio1957(at)gmail.com> |
Curious, since I have decided to give up my big Piet project in favor of this approach,
what are you thinking of for an engine? Roger Mann is suggesting a
full-case (not cut) 1/2 VW, and I think that sounds like a good idea.
Kip Gardner
> On Feb 23, 2018, at 10:32 PM, cdlwingnut wrote:
>
>
> One year in on my build. So far i have built all 22 of the ribs. The vertical
fin and rudder. The horizontal tail feathers. And have the fuselage in the boat
stage. Still a ton to do yet but starting to look like something resembling
an airplane
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478219#478219
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/20180223_154428_resized_383.jpg
> http://forums.matronics.com//files/20180223_154441_resized_124.jpg
> http://forums.matronics.com//files/20180223_154446_resized_421.jpg
> http://forums.matronics.com//files/20180223_154459_resized_520.jpg
>
>
>
>
>
>
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
| Subject: | Re: Tailwheel steering |
While the wheel is free castering your only control is prop blast over the
rudder or differential braking. Your brakes must be strong and effective.
You may look like you are drunk when you taxi.
Once you are lined up you will have to get the plane exactly straight with
the runway. When you lock the tail wheel, that is where you are going until
the wheel comes up.
It will require more attention to taxi and takeoff.
The pietenpol setup is not complex.
On Feb 24, 2018 6:05 AM, "braywood" wrote:
>
> This is not a reply, but discussion on the same topic.
> Recently saw article about the Superstol, and it has a free-castoring,
> lockable tail wheel.
> How would this principle work on the Piet? Simpler design....?
> Comments please!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478223#478223
>
>
________________________________________________________________________________
| From: | Jack Textor <jack(at)textors.com> |
| Subject: | Re: Ragwing Ultra-Piet |
Very nice looking work!
Jack Textor
Sent from my iPad
> On Feb 23, 2018, at 9:32 PM, cdlwingnut wrote:
>
>
> One year in on my build. So far i have built all 22 of the ribs. The vertical
fin and rudder. The horizontal tail feathers. And have the fuselage in the boat
stage. Still a ton to do yet but starting to look like something resembling
an airplane
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478219#478219
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/20180223_154428_resized_383.jpg
> http://forums.matronics.com//files/20180223_154441_resized_124.jpg
> http://forums.matronics.com//files/20180223_154446_resized_421.jpg
> http://forums.matronics.com//files/20180223_154459_resized_520.jpg
>
>
>
>
>
>
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
| Subject: | Re: Tailwheel steering |
My memory of a buddy describing his free castering, locking tailwheel. He
said the dang thing would not lock up straight when you wanted it to and
would not castor when you wanted it to.
They do work well on a C47 because of the twin engines giving differential
thrust for steering.
Of course it is called Experimental aviation and people have used them
sucessfully.
Blue Skies,
Steve D
On Sat, Feb 24, 2018 at 7:40 AM, Steven Dortch
wrote:
> While the wheel is free castering your only control is prop blast over the
> rudder or differential braking. Your brakes must be strong and effective.
> You may look like you are drunk when you taxi.
>
> Once you are lined up you will have to get the plane exactly straight with
> the runway. When you lock the tail wheel, that is where you are going until
> the wheel comes up.
>
> It will require more attention to taxi and takeoff.
>
> The pietenpol setup is not complex.
>
> On Feb 24, 2018 6:05 AM, "braywood" wrote:
>
>>
>> This is not a reply, but discussion on the same topic.
>> Recently saw article about the Superstol, and it has a free-castoring,
>> lockable tail wheel.
>> How would this principle work on the Piet? Simpler design....?
>> Comments please!
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=478223#478223
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
--
Blue Skies,
Steve D
________________________________________________________________________________
| Subject: | cdlwingnut's Ragwing project |
| From: | Kip Gardner <kipgohio1957(at)gmail.com> |
Curious, since I have decided to give up my big Piet project in favor of a Ragwing
project, what are you thinking of for an engine? Roger Mann is suggesting
a full-case (not cut) 1/2 VW, and I think that sounds like a good idea.
Kip Gardner
> On Feb 23, 2018, at 10:32 PM, cdlwingnut wrote:
>
>
> One year in on my build. So far i have built all 22 of the ribs. The vertical
fin and rudder. The horizontal tail feathers. And have the fuselage in the boat
stage. Still a ton to do yet but starting to look like something resembling
an airplane
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478219#478219
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/20180223_154428_resized_383.jpg
> http://forums.matronics.com//files/20180223_154441_resized_124.jpg
> http://forums.matronics.com//files/20180223_154446_resized_421.jpg
> http://forums.matronics.com//files/20180223_154459_resized_520.jpg
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: cdlwingnut's Ragwing project |
| From: | tonyp51qa <tonyp51qa(at)gmail.com> |
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PT09PT09PT09PT09PT09PT09PT09CgoKCg=
________________________________________________________________________________
| Subject: | Re: cdlwingnut's Ragwing project |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
I am going to put a rotax 503 on mine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478234#478234
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
Thank you jack. And im planning on using a rotax 503 for an an engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478235#478235
________________________________________________________________________________
| Subject: | Re: Tailwheel steering |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Some years ago I changed out the worn-out Scott tailwheel on my airplane for a
Matco. It's a nice tailwheel but the free-castoring operation of the two is quite
different and the Matco has taken some getting used to. The Matco breaks
over from steerable to free-castoring just fine, but requires 'encouragement'
to go back to steerable mode. The time when I notice this most is after I've
broken it over to swing the nose into the wind to perform a runup and systems
check before takeoff. When the runup and preflight checks are complete and I'm
ready to roll over to the end of the runway for departure, adding power with
the rudder pedals neutralized will surprise me by the airplane wanting to turn
back down the taxiway instead of over to the runway. I have to consciously
kick opposite rudder and get rolling before the tailwheel will re-engage in steering
mode and go where I want it to go. Differential braking is very positive
and always available on my airplane, but I'm used to using tailwheel steering
on the ground.
--------
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=478247#478247
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
The door is cut out. The gas tank test fitted and started working on the seat.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478327#478327
Attachments:
http://forums.matronics.com//files/20180227_130524_resized_952.jpg
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "taildrags" <taildrags(at)hotmail.com> |
cdlwingnut- what is the fuel capacity of your tank? I'm assuming that it's less
than the Part 103 maximum allowable 5 gallons, but can't tell from the photo
what the capacity is. And I guess I don't know enough about the Ultra Piet weight
& balance, but it seems like having the fuel behind the pilot would put
the CG with full fuel quite a bit aft, shifting forward as the fuel burned off.
--------
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=478331#478331
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | Kip Gardner <kipgohio1957(at)gmail.com> |
I would have concerns about that location.
> On Mar 1, 2018, at 11:21 AM, taildrags wrote:
>
>
> cdlwingnut- what is the fuel capacity of your tank? I'm assuming that it's less
than the Part 103 maximum allowable 5 gallons, but can't tell from the photo
what the capacity is. And I guess I don't know enough about the Ultra Piet
weight & balance, but it seems like having the fuel behind the pilot would put
the CG with full fuel quite a bit aft, shifting forward as the fuel burned off.
>
> --------
> 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=478331#478331
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "tkreiner" <tkreiner(at)gmail.com> |
In a climb - nose high attitude - the tank might possibly have zero fuel head to
the carb.
I'd recommend speaking with an EAA Tech Counselor NOW, not later.
Best luck with your build.
--------
Tom Kreiner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478337#478337
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "danoliver" <danoliver909(at)gmail.com> |
The pace of your progress is absolutely inspirational! Keep us posted and keep
following the plans.
--------
Dan O
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478339#478339
Attachments:
http://forums.matronics.com//files/img_3151_203.jpg
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
The fuel tank is 6 gallons this plane will have an N number and be light sport.
Im not worried by needing a license or medical i have more than whats needed
in both. As far as the location oc the tank it is exactly where the plans have
it put.
Today i finished cutting out the seat and floorboard
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478340#478340
Attachments:
http://forums.matronics.com//files/20180301_153942_resized_154.jpg
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "tkreiner" <tkreiner(at)gmail.com> |
Maybe y'all ought to verify the correct fuel tank location, as it appears that
nothing is in the lower bay - take a look at the plywood thru the cutouts in the
side of the fuse.
>From my perspective, it appears to be in the bay located in the turtle deck.
That location would make much more sense from a fuel flow standpoint.
--------
Tom Kreiner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478342#478342
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "taildrags" <taildrags(at)hotmail.com> |
wingnut: not trying to dampen your enthusiasm one bit! Right now everything is
safe and sound in your shop and you have all the time in the world to look at
things from all angles. Carry on, but verify everything while it can still be
adjusted. If Grant McLaren's Ultra Piet build pix are available anywhere out
there, you should study those. His was an award-winner and a good flyer.
--------
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=478343#478343
________________________________________________________________________________
| From: | Steven Dortch <steven.d.dortch(at)gmail.com> |
I used ekobond and am down to a tablespoon in the bottle. Somewhere, I saw
that there is a generic version of it out there at half the price. Does
anyone know where I can get it or did I just dream this?
--
Blue Skies,
Steve D
________________________________________________________________________________
| From: | Scott Knowlton <flyingscott_k(at)hotmail.com> |
Its called 3M Fastbond 30NF. The Skypup group talks about it all the time. Apparently
it can be purchased at Grainger Industrial Supply.
Scott K.
> On Mar 7, 2018, at 8:49 AM, Steven Dortch wrote:
>
> I used ekobond and am down to a tablespoon in the bottle. Somewhere, I saw that
there is a generic version of it out there at half the price. Does anyone know
where I can get it or did I just dream this?
>
> --
> Blue Skies,
> Steve D
________________________________________________________________________________
| From: | Jack Textor <jack(at)textors.com> |
Google it, I got it on Amazon. Comes in green or clear. Would suggest the green.
Its primarily used to glue the felt on pool tables. Good stuff!
Jack Textor
Sent from my iPad
> On Mar 7, 2018, at 7:55 AM, Scott Knowlton wrote:
>
>
> Its called 3M Fastbond 30NF. The Skypup group talks about it all the time. Apparently
it can be purchased at Grainger Industrial Supply.
>
> Scott K.
>
>> On Mar 7, 2018, at 8:49 AM, Steven Dortch wrote:
>>
>> I used ekobond and am down to a tablespoon in the bottle. Somewhere, I saw that
there is a generic version of it out there at half the price. Does anyone
know where I can get it or did I just dream this?
>>
>> --
>> Blue Skies,
>> Steve D
>
>
>
>
________________________________________________________________________________
| From: | Semih Oksay <semihoksay(at)gmail.com> |
| Subject: | Re: Pietenpol-List Digest: 3 Msgs - 03/07/18 |
I found 3M Fastbond 30NF in Turkey and bought 1 kg (very expensive). When I
receive it, I will test. It is "clear", not "green".
Happy building & landing
Semih (in =C4=B0stanbul, Turkey)=8B
On Thu, Mar 8, 2018 at 10:39 AM, Pietenpol-List Digest Server <
pietenpol-list(at)matronics.com> 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 18-03-07&Archive=Pietenpol
>
> Text Version:
>
> http://www.matronics.com/digest/digestview.php?Style
> 82701&View=txt&Chapter 18-03-07&Archive=Pietenpol
>
>
> ========================
=======================
> EMail Version of Today's List Digest Archive
> ========================
=======================
>
>
> ----------------------------------------------------------
> Pietenpol-List Digest Archive
> ---
> Total Messages Posted Wed 03/07/18: 3
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 05:46 AM - Fabric glue (Steven Dortch)
> 2. 05:55 AM - Re: Fabric glue (Scott Knowlton)
> 3. 06:13 AM - Re: Fabric glue (Jack Textor)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> From: Steven Dortch <steven.d.dortch(at)gmail.com>
> Subject: Pietenpol-List: Fabric glue
>
> I used ekobond and am down to a tablespoon in the bottle. Somewhere, I sa
w
> that there is a generic version of it out there at half the price. Does
> anyone know where I can get it or did I just dream this?
>
> --
> Blue Skies,
> Steve D
>
> ________________________________ Message 2
> _____________________________________
>
>
> From: Scott Knowlton <flyingscott_k(at)hotmail.com>
> Subject: Re: Pietenpol-List: Fabric glue
>
>
> Its called 3M Fastbond 30NF. The Skypup group talks about it all the time
.
> Apparently
> it can be purchased at Grainger Industrial Supply.
>
> Scott K.
>
> > On Mar 7, 2018, at 8:49 AM, Steven Dortch
> wrote:
> >
> > I used ekobond and am down to a tablespoon in the bottle. Somewhere, I
> saw that
> there is a generic version of it out there at half the price. Does anyone
> know
> where I can get it or did I just dream this?
> >
> > --
> > Blue Skies,
> > Steve D
>
>
> ________________________________ Message 3
> _____________________________________
>
>
> From: Jack Textor <jack(at)textors.com>
> Subject: Re: Pietenpol-List: Fabric glue
>
>
> Google it, I got it on Amazon. Comes in green or clear. Would suggest the
> green.
> Its primarily used to glue the felt on pool tables. Good stuff!
>
> Jack Textor
>
> Sent from my iPad
>
> > On Mar 7, 2018, at 7:55 AM, Scott Knowlton
> wrote:
> >
> >
> > Its called 3M Fastbond 30NF. The Skypup group talks about it all the
> time. Apparently
> it can be purchased at Grainger Industrial Supply.
> >
> > Scott K.
> >
> >> On Mar 7, 2018, at 8:49 AM, Steven Dortch
> wrote:
> >>
> >> I used ekobond and am down to a tablespoon in the bottle. Somewhere, I
> saw that
> there is a generic version of it out there at half the price. Does anyone
> know where I can get it or did I just dream this?
> >>
> >> --
> >> Blue Skies,
> >> Steve D
> >
> >
> >
> >
>
>
===========
===========
===========
===========
===========
>
>
--
Semih Oksay
________________________________________________________________________________
| From: | "taildrags" <taildrags(at)hotmail.com> |
As I understand it, one benefit of using the green stuff rather than clear is that
you can see where it's been applied and with what degree of coverage, like
the pink Poly-Brush.
--------
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=478526#478526
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
I managed to spend a couple of hours in the shop today. The door is hung back on.
Then started on the landing gear. The left leg is cut and glued in the jig.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478594#478594
Attachments:
http://forums.matronics.com//files/20180311_155004_resized_207.jpg
http://forums.matronics.com//files/20180311_155013_resized_558.jpg
________________________________________________________________________________
| From: | Chris Tracy <catdesigns(at)att.net> |
| Subject: | Re: Ragwing Ultra-Piet |
Is it supposed to have a door?
Chris
Try the top-rated email app
On Sun, Mar 11, 2018 at 6:22 PM, cdlwingnut wrote:
I managed to spend a couple of hours in the shop today. The door is hung ba
ck on. Then started on the landing gear. The left leg is cut and glued in t
he jig.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478594#478594
Attachments:
http://forums.matronics.com//files/20180311_155004_resized_207.jpg
http://forums.matronics.com//files/20180311_155013_resized_558.jpg
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "taildrags" <taildrags(at)hotmail.com> |
Chris; go back up this thread to Dan Oliver's post on Thursday March 1 where there
is a sketch of the UltraPiet shown. It indicates a hinged door on the starboard
side. By the way, unless I'm mistaken, Dan Oliver built and flew an award-winning
JN-4 scale replica powered by an inline 4-cylinder like the Geo engine
or something. Maybe I've got my names and planes mixed up though.
He took some pictures of his airplane for me many years ago, since I wanted to
get some ideas on how he rigged his heel brakes.
--------
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=478601#478601
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
Yes there is a door. It can be a fold down type or like mine
http://rogermann.org/ragwing/files/2012/06/ultrapiet.jpg
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478610#478610
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
So pulled the gear leg out of the jig and put it against the fuselage to test the
fit. Wasnt even close. Did some trimming and ended up with a leg way out of
spec. Scrapped it and did take two with a template of the bottom of the fuselage
to go by. Hopefully this one will fit better.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478644#478644
Attachments:
http://forums.matronics.com//files/20180313_105112_resized_263.jpg
http://forums.matronics.com//files/20180313_105117_resized_626.jpg
________________________________________________________________________________
| From: | Glen Schweizer <glenschweizer(at)yahoo.com> |
| Subject: | Re: Ragwing Ultra-Piet |
I built an ultrapiet years ago. Always check dimensions using actual parts youve
built. Seems like a lot of the drawing dimensions dont match previously built
parts. Have you done cabanas or center section yet? LOOK OUT? Weight and balance
was way off too. Be really careful. Flying it was fun but for the money,
you might be further ahead and build a scout
> On Mar 13, 2018, at 10:24 AM, cdlwingnut wrote:
>
>
> So pulled the gear leg out of the jig and put it against the fuselage to test
the fit. Wasnt even close. Did some trimming and ended up with a leg way out
of spec. Scrapped it and did take two with a template of the bottom of the fuselage
to go by. Hopefully this one will fit better.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478644#478644
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/20180313_105112_resized_263.jpg
> http://forums.matronics.com//files/20180313_105117_resized_626.jpg
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "danoliver" <danoliver909(at)gmail.com> |
Must be a different Dan Oliver. I only have a set of Ultrapiet plans because that's
what I was going to build originally. After looking into it more, I figured
it wouldn't be much harder to just go ahead and build a regular Piet.
--------
Dan O
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478647#478647
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
The second attempt at the gear leg came out much better
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478662#478662
________________________________________________________________________________
| From: | Dennis Engelkenjohn <mushface1(at)gmail.com> |
Planning on goiing to sun and fun next month. Haven't been in 25 yrs.
Noticed it isn't EAA sun&fun anymore. When did it cease being an EAA event
and why?
________________________________________________________________________________
| From: | "Jack Philips" <jack(at)bedfordlandings.com> |
It never was an EAA event. That=99s why they can serve alcohol on
the grounds.
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 Dennis
Engelkenjohn
Sent: Thursday, March 15, 2018 3:46 PM
Subject: Pietenpol-List: Sun and Fun
Planning on goiing to sun and fun next month. Haven't been in 25 yrs.
Noticed it isn't EAA sun&fun anymore. When did it cease being an EAA
event and why?
________________________________________________________________________________
| From: | Marcus Zechini <marcus.zechini(at)gmail.com> |
That=99s why I have so much fun there
On Thu, Mar 15, 2018 at 9:18 PM Jack Philips
wrote:
> It never was an EAA event. That=99s why they can serve alcohol on
the
> grounds.
>
>
> 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 *Dennis
> Engelkenjohn
> *Sent:* Thursday, March 15, 2018 3:46 PM
> *To:* pietenpol-list(at)matronics.com
> *Subject:* Pietenpol-List: Sun and Fun
>
>
> Planning on goiing to sun and fun next month. Haven't been in 25 yrs.
> Noticed it isn't EAA sun&fun anymore. When did it cease being an EAA even
t
> and why?
>
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
Did a little more work on the landing gear. I cut two plywood sides out for the
right leg and glued one side on.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478744#478744
Attachments:
http://forums.matronics.com//files/20180319_164013_resized_103.jpg
________________________________________________________________________________
| From: | "(null) raykrause" <raykrause(at)frontiernet.net> |
| Subject: | Re: Ragwing Ultra-Piet |
Those bricks might be a tad bit heavy?
Ray Krause
Sent from my iPad
On Mar 19, 2018, at 5:20 PM, cdlwingnut wrote:
Did a little more work on the landing gear. I cut two plywood sides out for the
right leg and glued one side on.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478744#478744
Attachments:
http://forums.matronics.com//files/20180319_164013_resized_103.jpg
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
Just want it nice and strong ray built like a brick.
The left leg is ready for the router and varnishing. Cutting out the plywood sides
for the right leg.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478784#478784
Attachments:
http://forums.matronics.com//files/20180321_161954_resized_205.jpg
________________________________________________________________________________
| Subject: | Jenny style landing gear |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
Is there a good reference for the best way to wrap and tie the bungee cord on the
jenny style gear?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478785#478785
________________________________________________________________________________
| Subject: | Re: Jenny style landing gear |
| From: | "taildrags" <taildrags(at)hotmail.com> |
There have been some very helpful discussions here about what length bungee cord
to use, how many wraps, how to attach, what diameter, and how to stretch the
bungee in tension before securing the loose end. You can probably use the Matronics
search engine with the word 'bungee' and find some useful hints.
--------
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=478789#478789
________________________________________________________________________________
| From: | Chris Tracy <catdesigns(at)att.net> |
| Subject: | Re: Jenny style landing gear |
I agree with Oscar, the archives are your best bet.
Chris=C2-
Try the top-rated email app
On Wed, Mar 21, 2018 at 9:31 PM, taildrags wrote:
There have been some very helpful discussions here about what length bungee
cord to use, how many wraps, how to attach, what diameter, and how to stre
tch the bungee in tension before securing the loose end.=C2- You can prob
ably use the Matronics search engine with the word 'bungee' and find some u
seful hints.
--------
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=478789#478789
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
| From: | helspersew(at)aol.com |
| Subject: | Re: Jenny style landing gear |
There were some very helpful videos posted on the Pietenpol Facebook page awhile
back, by Simon McCormack. I suggest posing this question on that forum, where
I am sure you will be helped.
Dan Helsper
Loensloe Airfield
Puryear, TN
-----Original Message-----
From: Chris Tracy <catdesigns(at)att.net>
Sent: Thu, Mar 22, 2018 12:37 am
Subject: Re: Pietenpol-List: Re: Jenny style landing gear
I agree with Oscar, the archives are your best bet.
Chris
Try the top-rated email app
On Wed, Mar 21, 2018 at 9:31 PM, taildrags
wrote:
There have been some very helpful discussions here about what length bungee cord
to use, how many wraps, how to attach, what diameter, and how to stretch the
bungee in tension before securing the loose end. You can probably use the Matronics
search engine with the word 'bungee' and find some useful hints.
--------
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=478789#478789
http://www.matronics.com/Navigator?Pietenpol-List
http://forums.matronics.com
-Matt Dralle, List Admin.
http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: Ragwing Ultra-Piet |
| From: | "cdlwingnut" <lee_chad(at)hotmail.com> |
Spent a good part of the day working on my landing gear. The left one is tempararly
on the fuselage to test the fit. Still have some work to do like more varnish
and rounding off the edges. The right on has the plywood glued to the sides
and is waiting for the t-88 to cure.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478831#478831
Attachments:
http://forums.matronics.com//files/20180323_141848_resized_945.jpg
________________________________________________________________________________
| From: | Dennis Engelkenjohn <mushface1(at)gmail.com> |
EAA used to advertise it in Sport Aviation and they had EAA plastered all
over everything.
On Thu, Mar 15, 2018 at 8:37 PM, Marcus Zechini
wrote:
> That=99s why I have so much fun there
>
> On Thu, Mar 15, 2018 at 9:18 PM Jack Philips
> wrote:
>
>> It never was an EAA event. That=99s why they can serve alcohol on
the
>> grounds.
>>
>>
>>
>> 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 *Dennis
>> Engelkenjohn
>> *Sent:* Thursday, March 15, 2018 3:46 PM
>> *To:* pietenpol-list(at)matronics.com
>> *Subject:* Pietenpol-List: Sun and Fun
>>
>>
>>
>> Planning on goiing to sun and fun next month. Haven't been in 25 yrs.
>> Noticed it isn't EAA sun&fun anymore. When did it cease being an EAA eve
nt
>> and why?
>>
>
________________________________________________________________________________
| Subject: | |