Today's Message Index:
----------------------
1. 01:02 AM - corvair college (Adecou@aol.com)
2. 05:54 AM - Piets in "To Fly" (Oscar Zuniga)
3. 06:20 AM - Urbana question (Oscar Zuniga)
4. 07:01 AM - ELT (LAWRENCE WILLIAMS)
5. 08:10 AM - Don't put a t in the antenna!! (Christian Bobka)
6. 08:55 AM - Re:antique mag switch (cat_designs@juno.com)
7. 01:18 PM - Drilling holes in spars (Barry Davis)
8. 01:57 PM - Re: Drilling holes in spars (DJ Vegh)
9. 03:36 PM - Sport Pilot Clarification (Kip & Beth Gardner)
10. 04:12 PM - Re: Sport Pilot Clarification (Isablcorky@aol.com)
11. 04:47 PM - Re: Drilling holes in spars (Hubbard, Eugene)
12. 04:55 PM - Re: ignition switch (Lauritz Larsen)
13. 04:59 PM - Re: Sport Pilot Clarification (Cy Galley)
14. 05:29 PM - Re: ignition switch (Christian Bobka)
15. 05:31 PM - Re: Drilling holes in spars (Bert Conoly)
16. 06:26 PM - Re: Drilling holes in spars (Jeffrey Wilcox)
17. 06:53 PM - more on ELTs (BARNSTMR@aol.com)
18. 07:56 PM - Piet photos in "To Fly" magazine (Doc Mosher)
19. 11:09 PM - Re: Drilling holes in spars (clif)
Message 1
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--> Pietenpol-List message posted by: Adecou@aol.com
Hi Kip,
I would certainly make a serious attempt to make it to any Corvair College
held in the area. I am in Windsor (just across the river from Detroit,
Michigan) and I would certainly try to attend anything held in the Ohio area.
Thanks for Bringing up the subject Kip.
Norm and Adrienne Decou
Adecou@aol
Full set of ribs finished - Ready to start gluing tail feathers.
Message 2
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Subject: | Piets in "To Fly" |
--> Pietenpol-List message posted by: "Oscar Zuniga" <taildrags@hotmail.com>
Howdy again, folks; since I'm on the digest I don't see posts for a day or
so. So... this may be a repeat of something already posted but I got my
current issue of the SAA's publication, "To Fly" in yesterday's mail and
just had to post this for those who haven't seen it yet. And it's always a
good ending to a day to get home and find a flying mag in the mailbox,
isn't it?!
Some really nice pictures (two-page spread, all color pictures) of a Piet
project. It's on the gear (using stock short-wing Piper gear off a
Tri-Pacer if I recall, except the gear are reversed), and has an interesting
brake master cylinder setup for the pilot. Interesting because it mounts
the master cyl. diagonally up the side of the front cockpit with a toe brake
pedal, and uses a rudder bar for the pilot. Also interesting in the way he
provided stops and "guides" for the rudder bar. The setup provides positive
limit stops for the rudder but also prevents foot action from pushing the
rudder bar down. Plenty of interesting details, and I sat peering at the
photos for probably 30-45 minutes while my wife wondered what the heck was
so interesting.
He's also got a step recessed into the port side fuselage aft of the pilot's
seat bottom, and other nifty touches. Photos clearly show a "Mike Cuy"-
style trim lever under the pilot's seat, but no details.
Oscar Zuniga
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 3
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--> Pietenpol-List message posted by: "Oscar Zuniga" <taildrags@hotmail.com>
Pieters;
I don't think I'll be making the trip to Urbana for the SAA fly-in in June
since I'm planning to use my vacation time to drive to Brodhead in July. My
question is, it isn't that far out of my way going up to Brodhead to detour
to Urbana. Is there much to see at Frasca Field when there isn't a fly-in
going on?
Oscar Zuniga
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 4
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"Pietenpol-List Digest Server" <pietenpol-list-digest@matronics.com>
--> Pietenpol-List message posted by: "LAWRENCE WILLIAMS" <lnawms@msn.com>
Mike-
My guy never said BOO about it either. I got the feeling that the FAA position
was more of a "sign this form stating that you have complied with EVERYTHING so
we can never be accused of overlooking anything". ie. Builder, it's all on your
shoulders now.
I DID put an ELT in mine just behind my seat and use a "T" on the antenna connection
to hook up my handheld. The antenna is vertically mounted on an aluminum
inspection plate down there and the antenna is mounted internally just aft of
the aft seat so it's hidden inside the fuselage.
I bought the ELT at Sun-n-Fun last year. Remind me to tell you the story of getting
it through the airport inspection station at Orlando coming back home!
Larry
ps. To whoever asked......my Mag switch is a heavy duty toggle switch mounted outside
the cockpit on the right side of the aft cockpit. (I got the idea from
an old Tiger Moth) It's easy for me to reach either in or out of the cockpit and
it's easy for me to check when I'm hand propping to make sure of it's position.
Message 5
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Subject: | Don't put a t in the antenna!! |
--> Pietenpol-List message posted by: "Christian Bobka" <bobka@charter.net>
Larry,
You can't combine antennas when broadcasting! When you broadcast on the
handheld, part of the energy goes right into the ELT's amplifier, heating it
up. Likewise, if the ELT is broadcasting, it is toasting your handheld!
Heat is the bane of all electronic equipment. Electronics will continue to
work unless you let the smoke out. Using a T in the antenna line can let
the smoke out.
Yipes!
The following is quoted from page 148 of Avionics Volume 1 Every Pilot's
Guide to Aviation Electronics by J. M. Ferrara:
"Multiple Use of Antnennas: How about two transmitters operating from one
antenna? This is more difficult, as we cannot simply connect both
transmitters to the antenna. If we did, some of the power from the
transmitter in use would go to the unused transmitter and be wasted in the
form of heat, in addition to the second transmission line disruption of the
characteristics of the antenna system; so that the proper load would not
appear at either transmitter. In order to use the one antenna for two
trnasmitters or two transievers, we would have to have a relay that switched
the antenna from one transmitter to the other when the microphone selector
switch was placed on the desired transmitter."
Disscusion on page 142 of the same book indicates what happens if the proper
antenna load should not appear at the transmitter. When you read this, the
word "load" and "antenna" mean the same thing:
"Let's assume that the load is not perfect. The transmitter will not see
the proper load so that it will not produce the maximum power the antenna is
capable of. In addition, the power that is produced will not all be used by
the load. This means that if we have a poor load (bad antenna), some of the
power generated by the transmitter will be reflected back from the load to
the transmitter, and only some of the power will be used by the load."
Imagine that the transmitter sends a wave out the antenna lead to the tip of
the antenna. Ideally, the energy from that wave goes out into space and the
antenna is 100% efficient. Imagine another case where the wave goes out but
none of the energy in that wave is radiated from the antenna. In this case
the energy is "reflected" back to the transmitter and all the power that was
sent out comes back into the transmitter. The real world exists somewhere
between these two cases but we always strive to achieve the first case. The
efficiency of an antenna system is measured by the Standing Wave Ratio or
SWR. It is the measure of the amount of energy transmitted to the antenna
(the forward power) compared to the amount of energy relected back to the
transmitter (the reflected power). If the forward equals the reflected, the
SWR is infinite. If the antenna is 100% efficient, i.e. no energy is
reflected back, then the SWR is 1. The worst you want to see with your radio
is about 6 and this is waht a bent whip with a minimum ground plane will
give you. With the 5 watts or so you put out and an SWR of 6, about 2.5
watts are being reflected back. Adding the T is only going to make this
worse. Transmitters are not designed to take more than a certain amount of
relected energy. Any energy that is reflected back to the transmitter must
be absorbed by the hardware and this is in the from of heat. Heat will
destroy the transmitter. It might not happen all at once but one day,
either your ELT or the the handheld will not want to work and you will be
scratching your head.
Using a T will cause some of the energy from your handheld to go right into
the ELT, cooking it. In addition, since the load is not correct for the
handheld, it will suffer excessive reflection.
I would advise against the T. You need to go with separate antennas. That
is why airplanes have so many. Combining receiving antennas like two vor
receivers using one NAV antenna is ok if hooked up with a splitter.
chris bobka
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com]On Behalf Of LAWRENCE
WILLIAMS
Subject: Pietenpol-List: ELT
--> Pietenpol-List message posted by: "LAWRENCE WILLIAMS" <lnawms@msn.com>
Mike-
My guy never said BOO about it either. I got the feeling that the FAA
position was more of a "sign this form stating that you have complied with
EVERYTHING so we can never be accused of overlooking anything". ie. Builder,
it's all on your shoulders now.
I DID put an ELT in mine just behind my seat and use a "T" on the antenna
connection to hook up my handheld. The antenna is vertically mounted on an
aluminum inspection plate down there and the antenna is mounted internally
just aft of the aft seat so it's hidden inside the fuselage.
I bought the ELT at Sun-n-Fun last year. Remind me to tell you the story of
getting it through the airport inspection station at Orlando coming back
home!
Larry
ps. To whoever asked......my Mag switch is a heavy duty toggle switch
mounted outside the cockpit on the right side of the aft cockpit. (I got the
idea from an old Tiger Moth) It's easy for me to reach either in or out of
the cockpit and it's easy for me to check when I'm hand propping to make
sure of it's position.
Message 6
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Subject: | Re: antique mag switch |
--> Pietenpol-List message posted by: cat_designs@juno.com
Oscar try this web site. http://www.aviation-antiques.com/index.html He has a bunch
of old instruments and stuff. Check out page 5 under the instrument heading
for a keyed mag switch that look some-what similar to the one in the picture.
If you don't see it on his web page he may be able to find you one. I keep
looking for a 4" tach and altimeter but I can't afford either (about 500+ bucks
each). So like you, I wish I could find a supplier who makes them as replicas
but cheaper.
Also where was the piet in the SSA magazine located or who is the builder?
Chris
Sacramento, CA.
Message 7
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Subject: | Drilling holes in spars |
--> Pietenpol-List message posted by: "Barry Davis" <bed@mindspring.com>
What is the proper way to drill the spar for strut attach fittings and wing attach
points? Do you drill the fitting first or the spar/
Barry
Message 8
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Subject: | Re: Drilling holes in spars |
--> Pietenpol-List message posted by: "DJ Vegh" <aircamper@imagedv.com>
on things like this I try to drill through both at the same time. Secure the
fitting to the spar and drill through both on a drill press.
The second best would be to drill the fitting first, hold it up to the spar and
transfer the center of the hole to the spar then drill the spar.
DJ Vegh
www.imagedv.com/aircamper
----- Original Message -----
From: Barry Davis
To: pietenpol-list@matronics.com
Sent: Tuesday, March 18, 2003 2:16 PM
Subject: Pietenpol-List: Drilling holes in spars
--> Pietenpol-List message posted by: "Barry Davis" <bed@mindspring.com>
What is the proper way to drill the spar for strut attach fittings and wing attach
points? Do you drill the fitting first or the spar/
Barry
=
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Message 9
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Subject: | Sport Pilot Clarification |
--> Pietenpol-List message posted by: Kip & Beth Gardner <kipandbeth@earthlink.net>
OK Group,
Here it is, straight from EAA.
The 'Driver's License Medical' is still part of the Sport Pilot proposal.
As I suspected, this whole thing was a rumor arising from the FAA's
rejection of the proposal to waive the medical requirement for the
Recreational Pilot certificate.
The following was copied verbatim from EAA's weekly electronic newsletter:
*******************************************************************************
Sport Pilot Driver's License Medical Unaffected by FAA Rec Pilot Denial
EAA reported last week on www.eaa.org and e-HOT LINE that the FAA denied an
exemption request from both EAA and AOPA "to permit holders of recreational
pilot certificates to conduct flight activities using a current and valid
U.S. driver's license, instead of an FAA-issued medical certificate."
Apparently, based on several calls and e-mails to EAA headquarters, some
EAA members and others are confusing this FAA ruling with the pending sport
pilot/light-sport aircraft rule (SP/LSA). This is not the case. A key
component of SP/LSA is the ability for sport pilots to use a driver's
license as proof of medical fitness to operate a sport pilot-eligible aircraft.
********************************************************************************
Hope this calms everyone's fears.
Kip Gardner
North Canton, OH
Message 10
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Subject: | Re: Sport Pilot Clarification |
--> Pietenpol-List message posted by: Isablcorky@aol.com
Not so fast Kip. That's what EAA says but not what FAA said. Reading the FAA
rejection they stated that they were not sure that a sport pilot would not be
required to have a medical. The words " not sure" can mean a lot.
Sorry to be one of non acceptance of this EAA dreaming and polishing but it's
just NOT going to happen, not in my lifetime anyway.
CMC
Message 11
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Subject: | Drilling holes in spars |
--> Pietenpol-List message posted by: "Hubbard, Eugene" <ehubbard@titan.com>
Barry,
Make up a drilling jig by welding (or brazing) a long piece of tubing with
an ID that matches your hole size to some rigid "C" shaped piece of metal.
The throat of the "C" has to be deep enough to go around your spar, and the
height has to be more than your material thickness. Some people have
sacraficed C-clamps for this, I welded up the "C" out of Home Depot square
tubing. When the whole thing is cool, cut the tubing out from the "C"
leaving two perfectly aligned segments separated by a space large enough to
put your spar and fittings into.
Drill your fittings first, then clamp up the combination of fittings and
spar exactly where you want them to end up. Shoot a bolt through the tube
on one side of the drilling jig and position the end of the bolt in the
fitting hole. Put your drill on the other side. You now have bolt fittings
and drill exactly lined up. Drill the hole; you'll go through the spar, the
holes in both fittings, and push your bolt out the other end.
During the course of my project, I've made up half a dozen of these jigs in
various sizes and with various hole diameters for a bunch of different
places on the plane. The beauty of this approach is that if you need a
crooked hole to match up your fittings, it will come out crooked in exactly
the right way. Even with a drill press, it is really hard to get everything
lined up just right by measurement alone.
Geme
-----Original Message-----
From: Barry Davis [mailto:bed@mindspring.com]
Subject: Pietenpol-List: Drilling holes in spars
--> Pietenpol-List message posted by: "Barry Davis" <bed@mindspring.com>
What is the proper way to drill the spar for strut attach fittings and wing
attach points? Do you drill the fitting first or the spar/
Barry
Message 12
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Subject: | Re: ignition switch |
--> Pietenpol-List message posted by: "Lauritz Larsen" <pietlars@earthlink.net>
For what it worth:
I was talking to Chad Wille at Brodhead in 2000; mentioned that I was
looking for an old looking mag switch. He offered to see what was available
at Blakesburg Iowa. He found one and I got the idea that there might be
more. I'm pleased with it, black faced, handle switch, 3 1/4 dia. Cost
about $35 plus shippiing as I recall.
He is from Corning Iowa and does business as St. Croix Aircraft. Don't
have his address or phone no anymore. But he is well known in the Piet world
Hope this helps.
Lou Larsen p.s. started spraying the first coat of Poly-Brush today.
----- Original Message -----
From: "Oscar Zuniga" <taildrags@hotmail.com>
Subject: Pietenpol-List: ignition switch
> --> Pietenpol-List message posted by: "Oscar Zuniga"
<taildrags@hotmail.com>
>
> Does anyone know where to get the "antique style" ignition switches seen
in
> older planes?
>
> Oscar Zuniga
> San Antonio, TX
> mailto: taildrags@hotmail.com
> website at http://www.flysquirrel.net
>
>
Message 13
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Subject: | Re: Sport Pilot Clarification |
--> Pietenpol-List message posted by: "Cy Galley" <cgalley@qcbc.org>
It is my understanding that the medical part has been FAA approved. Right
now we are working on the ASTM consensus for plane standards.
Cy Galley
Editor, EAA Safety Programs
cgalley@qcbc.org or experimenter@eaa.org
----- Original Message -----
From: <Isablcorky@aol.com>
Subject: Re: Pietenpol-List: Sport Pilot Clarification
> --> Pietenpol-List message posted by: Isablcorky@aol.com
>
> Not so fast Kip. That's what EAA says but not what FAA said. Reading the
FAA
> rejection they stated that they were not sure that a sport pilot would not
be
> required to have a medical. The words " not sure" can mean a lot.
> Sorry to be one of non acceptance of this EAA dreaming and polishing but
it's
> just NOT going to happen, not in my lifetime anyway.
> CMC
>
>
Message 14
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--> Pietenpol-List message posted by: "Christian Bobka" <bobka@charter.net>
Yes, Wille is well known in the Piet world for selling photocopies of the
plans that Don Pietenpol sells. That is pretty tacky.
Chris Bobka
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com]On Behalf Of Lauritz
Larsen
Subject: Re: Pietenpol-List: ignition switch
--> Pietenpol-List message posted by: "Lauritz Larsen"
<pietlars@earthlink.net>
For what it worth:
I was talking to Chad Wille at Brodhead in 2000; mentioned that I was
looking for an old looking mag switch. He offered to see what was available
at Blakesburg Iowa. He found one and I got the idea that there might be
more. I'm pleased with it, black faced, handle switch, 3 1/4 dia. Cost
about $35 plus shippiing as I recall.
He is from Corning Iowa and does business as St. Croix Aircraft. Don't
have his address or phone no anymore. But he is well known in the Piet world
Hope this helps.
Lou Larsen p.s. started spraying the first coat of Poly-Brush today.
----- Original Message -----
From: "Oscar Zuniga" <taildrags@hotmail.com>
Subject: Pietenpol-List: ignition switch
> --> Pietenpol-List message posted by: "Oscar Zuniga"
<taildrags@hotmail.com>
>
> Does anyone know where to get the "antique style" ignition switches seen
in
> older planes?
>
> Oscar Zuniga
> San Antonio, TX
> mailto: taildrags@hotmail.com
> website at http://www.flysquirrel.net
>
>
Message 15
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Subject: | Re: Drilling holes in spars |
--> Pietenpol-List message posted by: "Bert Conoly" <bconoly@earthlink.net>
Barry, One thing I found helpful was to always drill through the fittings
first with a 3/16 inch drill bit. Then mark your holes on the spar with a
pencil. Then drill through the fittings with the proper size bit. Next
drill through the spars with a 3/16 in bit - using a drill guide to keep the
holes perpendicular to the spar.. I make my own out of 1 inch square
tubing on a drill press (and just abandon the hole after a few holes are
drilled). Next clamp the fittings to the spars with c-clamps and drill back
through the whole contraption (fittings and spar) with the proper size bit.
The 3/16 in "pilot hole" you drilled in the spars will drill out much easier
than a first pass through with the bigger bit and the holes in the fitting
will be less apt to elongate.
This is a little slow but it helped me to keep from wallowing out big holes
in the wood at the same time causing excessive wear on the holes in the
fittings. All my holes turned out very nice and perpendicular with good,
snug holes in the metal.
My two cents...
Bert
----- Original Message -----
From: "DJ Vegh" <aircamper@imagedv.com>
Subject: Re: Pietenpol-List: Drilling holes in spars
> --> Pietenpol-List message posted by: "DJ Vegh" <aircamper@imagedv.com>
>
> on things like this I try to drill through both at the same time. Secure
the fitting to the spar and drill through both on a drill press.
>
> The second best would be to drill the fitting first, hold it up to the
spar and transfer the center of the hole to the spar then drill the spar.
>
> DJ Vegh
> www.imagedv.com/aircamper
>
>
> ----- Original Message -----
> From: Barry Davis
> To: pietenpol-list@matronics.com
> Sent: Tuesday, March 18, 2003 2:16 PM
> Subject: Pietenpol-List: Drilling holes in spars
>
>
> --> Pietenpol-List message posted by: "Barry Davis" <bed@mindspring.com>
>
> What is the proper way to drill the spar for strut attach fittings and
wing attach points? Do you drill the fitting first or the spar/
> Barry
>
>
> > This email has been scanned for known viruses and made safe for viewing by
Half Price Hosting, a leading email and web hosting provider. For more
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Message 16
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Subject: | Re: Drilling holes in spars |
--> Pietenpol-List message posted by: "Jeffrey Wilcox" <CRAIGWILCOX@peoplepc.com>
DJ, Gene, and others all have good ideas. My method has been to drill the
holes in ONE fitting first, the one on the side that you can drill from. I
then use a squaring block to help me keep the bit square, and drill through
the spar (or whatever else) until I hit the second fitting. Then i take
that fitting to the drill press and drill on the started hole.
Do not drill your 4130 fitting at high speed pr without oil - the steel will
harden very quickly and ruin your bit. Slow, steady, oil - works every
time.
Message 17
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--> Pietenpol-List message posted by: BARNSTMR@aol.com
Dear Piet folks,
I looked up the rule on ELTs. It falls under part 91 which is the PILOT's
responsibility, not the DARs. I copied the whole regulation below. Take a
look at 14 CFR 91.207(f). Unless you intend to operate the airplane under
any of the eleven conditions listed as exempt, it is the PILOT's
responsibility to make sure the ELT is installed and operable. It isn't the
DARs responsibility to ensure an ELT is installed. The DAR is responsible to
make sure the airplane is airworthy in accordance with 14 CFR part 21. So,
if an ELT is installed, the DAR will inspect the installation (mounting,
etc.) for airworthiness.
T.Bowden
***************************************
Part 91 GENERAL OPERATING AND FLIGHT RULES
Subpart C--Equipment, Instrument, and Certificate Requirements
Sec. 91.207
Emergency locator transmitters.
(a) Except as provided in paragraphs (e) and (f) of this section, no person
may operate a U.S.-registered civil airplane unless--
(1) There is attached to the airplane an approved automatic type emergency
locator transmitter that is in operable condition for the following
operations, except that after June 21, 1995, an emergency locator transmitter
that meets the requirements of TSO-C91 may not be used for new installations:
(i) Those operations governed by the supplemental air carrier and commercial
operator rules of parts 121 and 125;
(ii) Charter flights governed by the domestic and flag air carrier rules of
part 121 of this chapter; and
(iii) Operations governed by part 135 of this chapter; or
(2) For operations other than those specified in paragraph (a)(1) of this
section, there must be attached to the airplane an approved personal type or
an approved automatic type emergency locator transmitter that is in operable
condition, except that after June 21, 1995, an emergency locator transmitter
that meets the requirements of TSO-C91 may not be used for new installations.
(b) Each emergency locator transmitter required by paragraph (a) of this
section must be attached to the airplane in such a manner that the
probability of damage to the transmitter in the event of crash impact is
minimized. Fixed and deployable automatic type transmitters must be attached
to the airplane as far aft as practicable.
(c) Batteries used in the emergency locator transmitters required by
paragraphs (a) and (b) of this section must be replaced (or recharged, if the
batteries are rechargeable)--
(1) When the transmitter has been in use for more than 1 cumulative hour; or
(2) When 50 percent of their useful life (or, for rechargeable batteries, 50
percent of their useful life of charge) has expired, as established by the
transmitter manufacturer under its approval.
The new expiration date for replacing (or recharging) the battery must be
legibly marked on the outside of the transmitter and entered in the aircraft
maintenance record. Paragraph (c)(2) of this section does not apply to
batteries (such as water-activated batteries) that are essentially unaffected
during probable storage intervals.
(d) Each emergency locator transmitter required by paragraph (a) of this
section must be inspected within 12 calendar months after the last inspection
for--
(1) Proper installation;
(2) Battery corrosion;
(3) Operation of the controls and crash sensor; and
(4) The presence of a sufficient signal radiated from its antenna.
(e) Notwithstanding paragraph (a) of this section, a person may--
(1) Ferry a newly acquired airplane from the place where possession of it was
taken to a place where the emergency locator transmitter is to be installed;
and
(2) Ferry an airplane with an inoperative emergency locator transmitter from
a place where repairs or replacements cannot be made to a place where they
can be made.
No person other than required crewmembers may be carried aboard an airplane
being ferried under paragraph (e) of this section.
(f) Paragraph (a) of this section does not apply to--
[ (1) Before January 1, 2004, turbojet-powered aircraft; ]
(2) Aircraft while engaged in scheduled flights by scheduled air carriers;
(3) Aircraft while engaged in training operations conducted entirely within a
50-nautical mile radius of the airport from which such local flight
operations began;
(4) Aircraft while engaged in flight operations incident to design and
testing;
(5) New aircraft while engaged in flight operations incident to their
manufacture, preparation, and delivery;
(6) Aircraft while engaged in flight operations incident to the aerial
application of chemicals and other substances for agricultural purposes;
(7) Aircraft certificated by the Administrator for research and development
purposes;
(8) Aircraft while used for showing compliance with regulations, crew
training, exhibition, air racing, or market surveys;
(9) Aircraft equipped to carry not more than one person; and
(10) An aircraft during any period for which the transmitter has been
temporarily removed for inspection, repair, modification, or replacement,
subject to the following:
[(11) On and after January 1, 2004, aircraft with a maximum payload capacity
of more than 18,000 pounds when used in air transportation.]
(i) No person may operate the aircraft unless the aircraft records contain an
entry which includes the date of initial removal, the make, model, serial
number, and reason for removing the transmitter, and a placard located in
view of the pilot to show "ELT not installed."
(ii) No person may operate the aircraft more than 90 days after the ELT is
initially removed from the aircraft.
Amdt. 91-265, Eff. 12/22/2000
****************************
Message 18
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Subject: | Piet photos in "To Fly" magazine |
--> Pietenpol-List message posted by: Doc Mosher <docshop@tds.net>
About the two-page color spread showing the Piet under construction in the
Spring 2003 issue of SAA's "To Fly" magazine - - -
The photos were (as the article says) by Bob O'Hara. Bob, along with
Bill Piper, Jim Howe, and Scott Herring, are building this Piet in Georgetown
California. Today they started spraying the color - Cub yellow and maroon.
The "Pietenpol Owner Directory" carries a poem by Bob O'Hara, which he
wrote in 1972.
I love to fly off a grass field, in small planes, fabric covered . . .
With good and enthusiastic friends who thrill at each takeoff
and savor each skill filled landing . . .
I long to smell the varnished wood, hot oil, and combusted fuel,
the grass under my wheels.
I long to look down on the twisty creeks
and tawny hills in the summertime . . .
I long to wave at the groundbound folks and send down
a blessing of good wishes . . .
I long for the freedom of slow flight
where no electronic voices fill my ears . . .
I long to sit beneath the wings and talk to fellow aviators
about the wonder of it all.
Doc Mosher
Oshkosh USA
Message 19
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Subject: | Re: Drilling holes in spars |
--> Pietenpol-List message posted by: clif <cdawson5854@shaw.ca>
I have a jig similiar to Eugene's but out of copper pipe.
Go to www.mykitplane.com then photo gallery,
then Clif's pictures. Eugine's would be a stiffer frame
but this picture will give you a good idea of what the
thing does and how it works.
----- Original Message -----
From: "Barry Davis" <bed@mindspring.com>
Subject: Pietenpol-List: Drilling holes in spars
> --> Pietenpol-List message posted by: "Barry Davis" <bed@mindspring.com>
>
> What is the proper way to drill the spar for strut attach fittings and
wing attach points? Do you drill the fitting first or the spar/
> Barry
>
>
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