Today's Message Index:
----------------------
1. 05:59 AM - Addresses (Gsrth@aol.com)
2. 11:23 AM - Builder in VA, Gene R. (Michael D Cuy)
3. 11:55 AM - 1.5 degrees incidence (DJ Vegh)
4. 10:02 PM - Re: Corvair Engine Mount (Rcaprd@aol.com)
Message 1
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
--> Pietenpol-List message posted by: Gsrth@aol.com
Dennis,
Tom Brown William Knight
B716 Highway P 16602 Townline Rd.
Unity, WII 54488 Brodhead, WI 53520
This is from Doc Mosher's Peit Owner Directory. Hope it's correct.
Garth Dawson
Message 2
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Builder in VA, Gene R. |
--> Pietenpol-List message posted by: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Group-- had the pleasure to meet one of the builders on the list over the
weekend and his wife. Gene and Karen Rambo landed their nice Travel Air
biplane at the Waco Reunion in Mt. Vernon, Ohio on Saturday and visited
with Frank Pavliga and myself and looked over our Piets which were parked
side by side. Gene had some of his 4130 straight axle landing gear
fittings with him and if they are indicative of the rest of his project,
he'll have a fine quality Pietenpol on the flight line in the future. He
and Jack Phillips can have an East Coast Piet Fly-In when they show up at
the same fly-in someday. Keep plugging, Gene !
Mike C.
Message 3
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | 1.5 degrees incidence |
--> Pietenpol-List message posted by: "DJ Vegh" <aircamper@imagedv.com>
I'm building my wing center section in the next week or so.
My cabanes are on and according to my measurements I currently have 1.5 degrees
of incidence.
Does this sound good? The GN-1 if built to plans is about 0 degrees.... which
doesn;t sound right to me.
DJ
www.imagedv.com/aircamper
=
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 4
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Corvair Engine Mount |
--> Pietenpol-List message posted by: Rcaprd@aol.com
In a message dated 6/27/03 6:54:18 AM Central Daylight Time, dknoll@cox.net
writes:
<< I'm building a jig to weld up a engine mount per the BHP plans except will
be using the Wynne engine mount and spools. Does anyone have any other
recommendations as to changes in the BHP engine mount plans? >>
Lynn,
One important consideration to have, is to determine where your Center of
Gravity will be. Bernard Harold Pietenpol was about 150 or 160 lbs (maybe
less), and his weight is how he determined the length of the engine mounts that
he built. Lots of people these days weigh much more than that. I think this
may be the reason that Pietenpols have the reputation of being tail heavy.
The plans by A.C. Hanfet 3-15-67 are the ones I used to Oxy Acy weld my mount
to. The changes that were required to give me an acceptable C.G. range was to
lengthen it by 8 inches. That's right, EIGHT inches longer than those plans
call for. Those plans call for 3/4 X .049 tubing, and 5/8 X .035 tubing. I
used 3/4 X .060 tubing, and 5/8 X .060 tubing, to accept the loads of the extra
length. (I got the 5/8 from 'The Yard', here in Wichita). I kept the same
nose down thrust line called out in the plans - 11 3/16 on the top, and 10 5/8
on the bottom. I maintained the same thrust line called out, but I added
about 1/8" right thrust to the mount. An engineer friend of mine did a stress
analysis on my design, and he said my mount was over 3 times stronger than
required. (attn. - Doc Mosher) I also built four new fittings (eight pieces in
all) for the engine mount to the longerons. I used .090, 4130 steel, with
four #10 bolts in each one.
I have the Short Fuselage, Improved Aircamper. With the Model A Engine
ballast I cast from lead shot, and bolted to the transmission flange of the
Model A, to keep me in a safe C.G. range. It's a really nice casting, that I no
longer need. I still have it, if you know anyone with a Model A that needs
it. In that configuration my planes empty weight was 680lbs. Now, with the
Continental and extended mount she weights a mere 621 empty !!! She lost almost
60 lbs !! She's a slim and trim lady, now !! Very well behaved, too.
The way I estimated the engine mount, was all done on paper. I use the
firewall as the Datum, so there were negative numbers involved, which can be a
little confusing when the multiplication portion is done. I determined the
C.G. of the engine itself, and removed the weight of the Model A at that arm.
I then added the weight of the Continental at the arm called out in those
plans, but determined that even with my struts slanted back 3 1/2", and me
onboard, the C.G. was well aft of the aft limit. That aft limit scares the hell
out
of me !! 20" aft of the leading edge is 33 1/3% of the chord, aft of the
leading edge. That's more than any other plane I've ever seen. On paper, I
began adding an inch at a time to the arm of the Continental's weight, until I
got
to 8 additional inches, then I was ahead of the aft limit with me onboard,
and zero fuel. That's what I built my engine mount to. I didn't know for sure
that I did all this stuff right, until I weighed the completed plane, and did
my weight and balance...I nailed it RIGHT ON !!! I couldn't believe it !!
Now, with zero fuel, and me onboard, it is 1/2" ahead of the aft limit...almost
exactly where I estimated it !! No matter what loading configuration, I'm
still within the C.G. limits. It appears to have a long nose, compared to the
Model A configuration, and I was a little concerned about coming out of a slip,
but this isn't the case at all. I've been turning base to final at 300 feet
or more, and putting 'er into a slip and a steep decent (60 mph indicated,
1400 rpm), and she comes right out of the slip...no problem. Ya just can't
believe how well behaved this plane is!! It is pure Stick & Rudder, and it's rare
that I can fly hands off with the thermals, and winds of Kansas. I LOVE IT !
I now have 11.2 hrs flight time on the new engine. The next time you stop
out at Benton, I'll be happy to go over the details of how I determined the
length of my engine mount.
Hope this helps.
Chuck
NX770CG
Trees & Rags to Stick & Rudder :
Pietenpols are Forever !!
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|