Pietenpol-List Digest Archive

Tue 03/18/03


Total Messages Posted: 19



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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    Time: 01:02:22 AM PST US
    From: Adecou@aol.com
    Subject: corvair college
    --> 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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    Time: 05:54:19 AM PST US
    From: "Oscar Zuniga" <taildrags@hotmail.com>
    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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    Time: 06:20:29 AM PST US
    From: "Oscar Zuniga" <taildrags@hotmail.com>
    Subject: Urbana question
    --> 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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    Time: 07:01:55 AM PST US
    From: "LAWRENCE WILLIAMS" <lnawms@msn.com>
    "Pietenpol-List Digest Server" <pietenpol-list-digest@matronics.com>
    Subject: 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 5


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    Time: 08:10:01 AM PST US
    From: "Christian Bobka" <bobka@charter.net>
    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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    Time: 08:55:23 AM PST US
    Subject: Re: antique mag switch
    From: cat_designs@juno.com
    --> 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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    Time: 01:18:15 PM PST US
    From: "Barry Davis" <bed@mindspring.com>
    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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    Time: 01:57:12 PM PST US
    From: "DJ Vegh" <aircamper@imagedv.com>
    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 = 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 information on an anti-virus email solution, visit <http://www.halfpricehosting.com/av.asp>.


    Message 9


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    Time: 03:36:46 PM PST US
    From: Kip & Beth Gardner <kipandbeth@earthlink.net>
    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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    Time: 04:12:54 PM PST US
    From: Isablcorky@aol.com
    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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    Time: 04:47:03 PM PST US
    From: "Hubbard, Eugene" <ehubbard@titan.com>
    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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    Time: 04:55:27 PM PST US
    From: "Lauritz Larsen" <pietlars@earthlink.net>
    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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    Time: 04:59:29 PM PST US
    From: "Cy Galley" <cgalley@qcbc.org>
    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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    Time: 05:29:36 PM PST US
    From: "Christian Bobka" <bobka@charter.net>
    Subject: ignition switch
    --> 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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    Time: 05:31:08 PM PST US
    From: "Bert Conoly" <bconoly@earthlink.net>
    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 information on an anti-virus email solution, visit <http://www.halfpricehosting.com/av.asp>. > >


    Message 16


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    Time: 06:26:07 PM PST US
    From: "Jeffrey Wilcox" <CRAIGWILCOX@peoplepc.com>
    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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    Time: 06:53:11 PM PST US
    From: BARNSTMR@aol.com
    Subject: more on ELTs
    --> 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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    Time: 07:56:56 PM PST US
    From: Doc Mosher <docshop@tds.net>
    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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    Time: 11:09:04 PM PST US
    From: clif <cdawson5854@shaw.ca>
    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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