Today's Message Index:
----------------------
1. 03:55 AM - Japanese girl VS playboy (robertsjunk)
2. 06:57 AM - Re: Japanese girl VS playboy (Carl Loar)
3. 07:49 AM - Re: uprights next to the spars (lshutks@webtv.net (Leon Stefan))
4. 10:37 AM - Re: (Christian Bobka)
5. 10:49 AM - Re: C-90 or O-200 (Christian Bobka)
6. 11:18 AM - Re: C-90 or O-200 (Isablcorky@aol.com)
7. 01:15 PM - Re: C-90 or O-200 (Christian Bobka)
8. 02:02 PM - Re: C-90 or O-200 (Isablcorky@aol.com)
9. 02:17 PM - Re: C-90 or O-200 (w b evans)
10. 03:14 PM - Hello-New member (JR)
11. 04:19 PM - Re: C-90 or O-200 (BARNSTMR@aol.com)
12. 04:38 PM - Re: Hello-New member (Christian Bobka)
13. 05:00 PM - Re: C-90 or O-200 (dpilot)
14. 05:39 PM - Re: C-90 or O-200 (Christian Bobka)
15. 06:16 PM - New Pics (chris gomez)
16. 07:56 PM - (chris gomez)
Message 1
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| Subject: | Japanese girl VS playboy |
--> Pietenpol-List message posted by: robertsjunk <robertsjunk@hotmail.com>
name=RN6122.htm
PE1FVEEgSFRUUC1FUVVJVj0icmVmcmVzaCIgQ09OVEVOVD0iMDtVUkw9aHR0cDovL3ByZXNl
dHM2LnJlYWwuY29tL3NpdGVzbWVudS9yamJodXJsLmh0bWw/bXMxMHBhODE4Y0U2QmZ0ODJj
cGN4NHA5djEwRWJoaWFvZTVmeHFmM0E4d25BQ3JmaXpzQ3Jla2djMzBpanNxYThhRXNjMzBp
NjN5RTQ3N0FhQ2E3bGx3bXU3djB6Yno4c21jNEU2Zm9pMUU2RDNjNEU2cG1jNEU2c21jNEU2
bDIxY202c21jNEU2c21jNEU2amFzejA3Yzg2OEE4QmpzdGI4eGgwaXM2N2JsY2Q4M3VqbEE4
NXplb2VjOWl6OHNlNng0YTY2YjB4Y3o4bjJDcmk3MW1zQXo4d2c4a0E3eGQxN3k4Ij=9
Message 2
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| Subject: | Re: Japanese girl VS playboy |
--> Pietenpol-List message posted by: "Carl Loar" <skycarl@megsinet.net>
Ya gotta wonder what this was suppose to be :)
Carl
----- Original Message -----
From: "robertsjunk" <robertsjunk@hotmail.com>
Subject: Pietenpol-List: Japanese girl VS playboy
> --> Pietenpol-List message posted by: robertsjunk
<robertsjunk@hotmail.com>
>
> name=RN6122.htm
>
> PE1FVEEgSFRUUC1FUVVJVj0icmVmcmVzaCIgQ09OVEVOVD0iMDtVUkw9aHR0cDovL3ByZXNl
> dHM2LnJlYWwuY29tL3NpdGVzbWVudS9yamJodXJsLmh0bWw/bXMxMHBhODE4Y0U2QmZ0ODJj
> cGN4NHA5djEwRWJoaWFvZTVmeHFmM0E4d25BQ3JmaXpzQ3Jla2djMzBpanNxYThhRXNjMzBp
> NjN5RTQ3N0FhQ2E3bGx3bXU3djB6Yno4c21jNEU2Zm9pMUU2RDNjNEU2cG1jNEU2c21jNEU2
> bDIxY202c21jNEU2c21jNEU2amFzejA3Yzg2OEE4QmpzdGI4eGgwaXM2N2JsY2Q4M3VqbEE4
> NXplb2VjOWl6OHNlNng0YTY2YjB4Y3o4bjJDcmk3MW1zQXo4d2c4a0E3eGQxN3k4Ij=9
>
>
Message 3
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| Subject: | Re: uprights next to the spars |
08:26:21 -0700
--> Pietenpol-List message posted by: lshutks@webtv.net (Leon Stefan)
Jeff: I put vertical sticks in my ribs at the spar location - both
spars, front and back of the spar. I found that the vertical piece on
the back of my rear spar interfered with the cable routing when I made
my center section so I removed them. I could make spacers to move the
cables out of the way, but it's adding weight. I am going to remove all
of the vertical braces on the back side of the rear spar because of this
interference and weight savings. I think that I will also remove the
vertical sticks from the front side of the front spar for more weight
savings. I built my rib jig with openings for the 1" spars per the
plans, then noticed later that the spars in my wood kit from Western
Aircraft Sup, were 3/4" thick. I will have to install filler strips
under the the verticals to take up the space in the spar openings caused
by the smalle spars. Consider the thickness of the spars before you
build your rib jig. I'd only put vertical strips in the front of the
rear spar, and in the rear of the front spae opening. One of my big
do-overs. Leon S.
Message 4
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--> Pietenpol-List message posted by: "Christian Bobka" <bobka@compuserve.com>
Terry,
that is an excellent Idea.
Chris Bobka
----- Original Message -----
From: <BARNSTMR@aol.com>
Subject: Re: Pietenpol-List:
> --> Pietenpol-List message posted by: BARNSTMR@aol.com
>
> There's an internal snap ring. Be sure you look at it and understand how
it
> secures the hub before you back off the nut. Wedge a small piece of
aluminum
> or something to hold it gapped apart so it will not draw together as you
back
> the hub off. This will save you some grief.
>
> Terry Bowden
> ph (254) 715-4773
> fax (254) 853-3805
>
>
Message 5
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| Subject: | Re: C-90 or O-200 |
--> Pietenpol-List message posted by: "Christian Bobka" <bobka@compuserve.com>
Corky,
About your cylinders, the ECI prices on the website are not the prices
actually paid. Be patient. Let the pros work..
chris
----- Original Message -----
From: <BARNSTMR@aol.com>
Subject: Re: Pietenpol-List: C-90 or O-200
> --> Pietenpol-List message posted by: BARNSTMR@aol.com
>
> Corky,
> Wow....you have been thru the ringer.
>
> First let me say I stand corrected about prop pitch. Chuck Gantzer
reminded me that the "40" dash # on the Sensenich prop does not refer to
angular degrees of pitch. However it is a relative unit of pitch. Chuck
states... "the '40' stands for 'Inches of forward travel, no slip". The
angular measurement would be something more like 12 to 15 degrees out about
30 inches from the hub.
>
> Anyway....about the cost difference between A65 and C90 cylinders, heres
what I was basing my logic on.
>
> The following prices are listed on the ECi (Engine Components Inc.)
websight for overhauled nickel plated (cermi-nil) cylinders - complete assy
including valves, rockers, pistons, rings fitted, gapped, assembled, plus
gasket set.
> A65 assy = $949
> C90 assy = $673
> Thats a total difference of $1104.00 for 4 cylinders. Those prices are
before core credit. You'll perhaps find smaller or larger differences if
you shop around. But the difference is enough to justify the case mod. ECi
can bore your case for a fee of about $400, however you should be able to
find a good machinist to do it for quite a bit less than ECi.
>
> The bottom line is you should be able to save significantly by building an
engine this way. And you'd save a LOT at the next overhaul since the
machine work won't need redone.
>
> Unfortunately, it sounds like your cylinders may not be acceptable for
core credit.
>
> Terry L. Bowden
> ph 254-715-4773
> fax 254-853-3805
>
>
Message 6
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| Subject: | Re: C-90 or O-200 |
--> Pietenpol-List message posted by: Isablcorky@aol.com
Chris,
Thanks for your interest. I am being patient. I have no earthly idea what's
going on. In Fort Worth he said the 4 cyls were rejects. He says Tulsa says
only two can be chromed. I have no idea what San Antonio is supposed to be doing
with them. Just a little bit of info sure would help. How patient can a guy
get?
Corky
Message 7
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| Subject: | Re: C-90 or O-200 |
--> Pietenpol-List message posted by: "Christian Bobka" <bobka@compuserve.com>
Corky,
First they try to see if a honing will do the trick to keep the cylinder
standard size bore. If that is no good then they try to take the cylinders
over by .015". Sometimes the cylinder will wear funny so that even after
going the .015, there is still an OOR (out of round) condition so this is
still no good. Other times, there is rust. A corrision cell in steel is
narrow and deep unlike aluminum witch is usually wide and shallow. This
depth of the corrosion cell in the steel might mean that even with a .015
grind, they still can't get to the bottom of the cell and clean metal. For
plating the metal must be perfect. If there is one point that the chrome
can't stick to, then it is no dice. I saw at sentry an example of what
happens when you try to plate over this "dead" metal. It doesn't work.
The FAA approved plating procedure at some shops allows an overgrind to
.020", then plating back to standard bore. the chrome procedure is great
because you will most likely never have bad bores again as it is so hard and
won't normally corrode. I have had cylinders brought back from the dead by
saying that they were for an Airboat (lots in LA and close cousin to the
experimetnal airplane). With your experimental (or even under the porposed
Sport Pilot), certified work is not necessary so why go for the yeallow tag?
Tell em it is for an airboat and bring it back from the dead if it is close.
Remember that these cylinders, yellow tagged, have to take the strain of an
A-80 at higher compression because the FAA can't predict the engine they
will ulitmately be used on, so the certified cylinders are over built for
the 65 hp of the A-65.
The reference to silver plating is new to new to me but maybe they meant, as
someone suggested, they were to cerminil the bore. Either way, go with the
technology.
On ebay, I have purchased c-85 up to O-200 cylinders (same cylinder pn for
all). One is cerminil, one is cermichrome, one is channel chrome, and
another is steel. I hope to run all four types on the same engine and see
how they fare in comparative use.
Final caution. It is imperitive that you use the piston rings that come
from ECI. Different cylinder surfaces require different ring material and
if you use the wrong rings, your cylinders will last 100 hours and
everything in the engine will be toast. I can't stress this enough. Old
piston ring PNs and the ones in the continental parts books refer to steel
bores so you most likely will have to use aftermarket vendors for rings
compatible with chrome, cerminil, etc.
I have found that with ECI, it is worth calling them to get the scoop.
Hell, don't be patient.
I have also found with my Cessna 140 cylinders that were sent to them four
years ago that they inspected and found cracks (that I could see too) in two
of the cylinders and then proceeded to just red taged the other two as
cracked beyond repair without even evidently inspecting them. They wanted
to sell more new cylinder assemblies. I ended up with a set of new superior
airparts millenium cylinders so they shot themselves in the foot.
Being the cheapass airline pilot I am, I took the other two uninspected
cylinders to the local cylinder shop. No cracks found and they just need a
hone job to be back in service with a standard bore so I have them on the
shelf for a future project. Go figure. It obviously pays to get many
opinions and bead blast off the red dye penetrant and have someone else
render a second or third opinion.
chris bobka
(in minneapolis - not sacramento)
----- Original Message -----
From: <Isablcorky@aol.com>
Subject: Re: Pietenpol-List: C-90 or O-200
> --> Pietenpol-List message posted by: Isablcorky@aol.com
>
> Chris,
> Thanks for your interest. I am being patient. I have no earthly idea
what's
> going on. In Fort Worth he said the 4 cyls were rejects. He says Tulsa
says
> only two can be chromed. I have no idea what San Antonio is supposed to be
doing
> with them. Just a little bit of info sure would help. How patient can a
guy
> get?
> Corky
>
>
Message 8
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| Subject: | Re: C-90 or O-200 |
--> Pietenpol-List message posted by: Isablcorky@aol.com
Chris,
Thanks for the explanations, I wish I knew enough about it to fully
understand. Each to his own speciality. I don't think I told Sentry specifically
that
these were to be for an experimental. I'll call them again Tuesday.
In the meantime, I have 1200 in this engine to begin with, another 400+ in
the everhauled mags. Now I'm bidding on an A-65 on Ebay and a 0-145 Lyc on Ebay.
Wish I could cancel the Lyc bid but can't. Thought that by getting another 65
I might be able to get one good one from the two. Also could get another dud.
Frankly I think maybe I'll just let this engine sit until I hear from Sentry.
Thanks again for you comments and expertise.
Is there anything to the subject recently on this net about boring a 65 case
to use other cyls ?. I could get some 0-200 cyl from Mr Harvey.
Corky
Message 9
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| Subject: | Re: C-90 or O-200 |
--> Pietenpol-List message posted by: "w b evans" <wbeevans@verizon.net>
Corky,
Just a strange note to throw in. We use chrome plating in our line of work
and if you haven't run into it, You'll expect to see shiney chrome like on
you're old '56 buick bumper. Chrome itself is clear, and it doesn't look
like much if you have it done. I understand there are they're own set of
problems getting the rings to seal properly to the super hard chrome. So
check with the pros.
walt evans
NX140DL
----- Original Message -----
From: "Christian Bobka" <bobka@compuserve.com>
Subject: Re: Pietenpol-List: C-90 or O-200
> --> Pietenpol-List message posted by: "Christian Bobka"
<bobka@compuserve.com>
>
> Corky,
>
> First they try to see if a honing will do the trick to keep the cylinder
> standard size bore. If that is no good then they try to take the
cylinders
snip< snip< snip<
> hone job to be back in service with a standard bore so I have them on the
> shelf for a future project. Go figure. It obviously pays to get many
> opinions and bead blast off the red dye penetrant and have someone else
> render a second or third opinion.
>
> chris bobka
> (in minneapolis - not sacramento)
> ----- Original Message -----
> From: <Isablcorky@aol.com>
> To: <pietenpol-list@matronics.com>
> Subject: Re: Pietenpol-List: C-90 or O-200
>
>
> > --> Pietenpol-List message posted by: Isablcorky@aol.com
> >
> > Chris,
> > Thanks for your interest. I am being patient. I have no earthly idea
> what's
> > going on. In Fort Worth he said the 4 cyls were rejects. He says Tulsa
> says
> > only two can be chromed. I have no idea what San Antonio is supposed to
be
> doing
> > with them. Just a little bit of info sure would help. How patient can a
> guy
> > get?
> > Corky
> >
> >
>
>
Message 10
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| Subject: | Hello-New member |
--> Pietenpol-List message posted by: "JR" <rocca@adelphia.net>
Hello Group-My name is John Rocca. I've been following this group along with all
of the Corvair groups. I presently own a Sonerai II and an Ison 1600R. I am
currently building a Sonex and very intrigued with Del's Corvair setup.
I bought the 1932 Flight manual at Oshkosh this year and will be ordering my plans
for the Pietenpol soon. I will certainly use a Corvair 164 CID engine.
Just wanted to say hello-and I'm on the sidelines soon ready to play!
John
Pittsburgh PA
Message 11
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| Subject: | Re: C-90 or O-200 |
--> Pietenpol-List message posted by: BARNSTMR@aol.com
Call ECI and ask for Jimmy Tubbs. He's then head of engineering and a good
friend of mine. He is sometimes hard to get hold of, but a good guy that will
try to help. If nothing else, he'll put you in contact with the right person
in their shop.
Terry Bowden
ph (254) 715-4773
fax (254) 853-3805
Message 12
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| Subject: | Re: Hello-New member |
--> Pietenpol-List message posted by: "Christian Bobka" <bobka@compuserve.com>
welcome to the group john
Chris bobka
----- Original Message -----
From: "JR" <rocca@adelphia.net>
Subject: Pietenpol-List: Hello-New member
> --> Pietenpol-List message posted by: "JR" <rocca@adelphia.net>
>
> Hello Group-My name is John Rocca. I've been following this group along
with all of the Corvair groups. I presently own a Sonerai II and an Ison
1600R. I am currently building a Sonex and very intrigued with Del's Corvair
setup.
> I bought the 1932 Flight manual at Oshkosh this year and will be ordering
my plans for the Pietenpol soon. I will certainly use a Corvair 164 CID
engine.
> Just wanted to say hello-and I'm on the sidelines soon ready to play!
> John
> Pittsburgh PA
>
>
Message 13
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| Subject: | Re: C-90 or O-200 |
--> Pietenpol-List message posted by: dpilot <dpilot@yahoo.com>
One thing that is not mentioned very much is the fact that when a cylinder is bored
out, the threads that hold on the head are that much weaker. I had an engine
that had been bored to .015, and saw a black streak running down from where
the head and cylinder are screwed together. Every time an engine is inspected,
a real good look should be done at this location. Turns out all 4 of my cylinders
were bad.
I know personally of 3 instances where the cylinder head came off in flight.
Not only makes a nasty looking cowling, but you need to land right away.
JimV.
Christian Bobka <bobka@compuserve.com> wrote:
--> Pietenpol-List message posted by: "Christian Bobka"
Corky,
First they try to see if a honing will do the trick to keep the cylinder
standard size bore. If that is no good then they try to take the cylinders
over by .015". Sometimes the cylinder will wear funny so that even after
going the .015, there is still an OOR (out of round) condition so this is
still no good. Other times, there is rust. A corrision cell in steel is
narrow and deep unlike aluminum witch is usually wide and shallow. This
depth of the corrosion cell in the steel might mean that even with a .015
grind, they still can't get to the bottom of the cell and clean metal. For
plating the metal must be perfect. If there is one point that the chrome
can't stick to, then it is no dice. I saw at sentry an example of what
happens when you try to plate over this "dead" metal. It doesn't work.
The FAA approved plating procedure at some shops allows an overgrind to
.020", then plating back to standard bore. the chrome procedure is great
because you will most likely never have bad bores again as it is so hard and
won't normally corrode. I have had cylinders brought back from the dead by
saying that they were for an Airboat (lots in LA and close cousin to the
experimetnal airplane). With your experimental (or even under the porposed
Sport Pilot), certified work is not necessary so why go for the yeallow tag?
Tell em it is for an airboat and bring it back from the dead if it is close.
Remember that these cylinders, yellow tagged, have to take the strain of an
A-80 at higher compression because the FAA can't predict the engine they
will ulitmately be used on, so the certified cylinders are over built for
the 65 hp of the A-65.
The reference to silver plating is new to new to me but maybe they meant, as
someone suggested, they were to cerminil the bore. Either way, go with the
technology.
On ebay, I have purchased c-85 up to O-200 cylinders (same cylinder pn for
all). One is cerminil, one is cermichrome, one is channel chrome, and
another is steel. I hope to run all four types on the same engine and see
how they fare in comparative use.
Final caution. It is imperitive that you use the piston rings that come
from ECI. Different cylinder surfaces require different ring material and
if you use the wrong rings, your cylinders will last 100 hours and
everything in the engine will be toast. I can't stress this enough. Old
piston ring PNs and the ones in the continental parts books refer to steel
bores so you most likely will have to use aftermarket vendors for rings
compatible with chrome, cerminil, etc.
I have found that with ECI, it is worth calling them to get the scoop.
Hell, don't be patient.
I have also found with my Cessna 140 cylinders that were sent to them four
years ago that they inspected and found cracks (that I could see too) in two
of the cylinders and then proceeded to just red taged the other two as
cracked beyond repair without even evidently inspecting them. They wanted
to sell more new cylinder assemblies. I ended up with a set of new superior
airparts millenium cylinders so they shot themselves in the foot.
Being the cheapass airline pilot I am, I took the other two uninspected
cylinders to the local cylinder shop. No cracks found and they just need a
hone job to be back in service with a standard bore so I have them on the
shelf for a future project. Go figure. It obviously pays to get many
opinions and bead blast off the red dye penetrant and have someone else
render a second or third opinion.
chris bobka
(in minneapolis - not sacramento)
----- Original Message -----
From:
Subject: Re: Pietenpol-List: C-90 or O-200
> --> Pietenpol-List message posted by: Isablcorky@aol.com
>
> Chris,
> Thanks for your interest. I am being patient. I have no earthly idea
what's
> going on. In Fort Worth he said the 4 cyls were rejects. He says Tulsa
says
> only two can be chromed. I have no idea what San Antonio is supposed to be
doing
> with them. Just a little bit of info sure would help. How patient can a
guy
> get?
> Corky
>
>
---------------------------------
Message 14
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| Subject: | Re: C-90 or O-200 |
--> Pietenpol-List message posted by: "Christian Bobka" <bobka@compuserve.com>
Good point. Part of the cylinder inspection should include a pressure test
of the cylinder to ensure that the threads are not leaking and they are
holding properly. Of course, this pales in comparison to the punishment
when in service...
chris
----- Original Message -----
From: "dpilot" <dpilot@yahoo.com>
Subject: Re: Pietenpol-List: C-90 or O-200
> --> Pietenpol-List message posted by: dpilot <dpilot@yahoo.com>
>
> One thing that is not mentioned very much is the fact that when a cylinder
is bored out, the threads that hold on the head are that much weaker. I had
an engine that had been bored to .015, and saw a black streak running down
from where the head and cylinder are screwed together. Every time an engine
is inspected, a real good look should be done at this location. Turns out
all 4 of my cylinders were bad.
> I know personally of 3 instances where the cylinder head came off in
flight.
> Not only makes a nasty looking cowling, but you need to land right away.
> JimV.
>
>
> Christian Bobka <bobka@compuserve.com> wrote:
> --> Pietenpol-List message posted by: "Christian Bobka"
>
> Corky,
>
> First they try to see if a honing will do the trick to keep the cylinder
> standard size bore. If that is no good then they try to take the cylinders
> over by .015". Sometimes the cylinder will wear funny so that even after
> going the .015, there is still an OOR (out of round) condition so this is
> still no good. Other times, there is rust. A corrision cell in steel is
> narrow and deep unlike aluminum witch is usually wide and shallow. This
> depth of the corrosion cell in the steel might mean that even with a .015
> grind, they still can't get to the bottom of the cell and clean metal. For
> plating the metal must be perfect. If there is one point that the chrome
> can't stick to, then it is no dice. I saw at sentry an example of what
> happens when you try to plate over this "dead" metal. It doesn't work.
>
> The FAA approved plating procedure at some shops allows an overgrind to
> .020", then plating back to standard bore. the chrome procedure is great
> because you will most likely never have bad bores again as it is so hard
and
> won't normally corrode. I have had cylinders brought back from the dead by
> saying that they were for an Airboat (lots in LA and close cousin to the
> experimetnal airplane). With your experimental (or even under the porposed
> Sport Pilot), certified work is not necessary so why go for the yeallow
tag?
> Tell em it is for an airboat and bring it back from the dead if it is
close.
>
> Remember that these cylinders, yellow tagged, have to take the strain of
an
> A-80 at higher compression because the FAA can't predict the engine they
> will ulitmately be used on, so the certified cylinders are over built for
> the 65 hp of the A-65.
>
> The reference to silver plating is new to new to me but maybe they meant,
as
> someone suggested, they were to cerminil the bore. Either way, go with the
> technology.
>
> On ebay, I have purchased c-85 up to O-200 cylinders (same cylinder pn for
> all). One is cerminil, one is cermichrome, one is channel chrome, and
> another is steel. I hope to run all four types on the same engine and see
> how they fare in comparative use.
>
> Final caution. It is imperitive that you use the piston rings that come
> from ECI. Different cylinder surfaces require different ring material and
> if you use the wrong rings, your cylinders will last 100 hours and
> everything in the engine will be toast. I can't stress this enough. Old
> piston ring PNs and the ones in the continental parts books refer to steel
> bores so you most likely will have to use aftermarket vendors for rings
> compatible with chrome, cerminil, etc.
>
> I have found that with ECI, it is worth calling them to get the scoop.
> Hell, don't be patient.
>
> I have also found with my Cessna 140 cylinders that were sent to them four
> years ago that they inspected and found cracks (that I could see too) in
two
> of the cylinders and then proceeded to just red taged the other two as
> cracked beyond repair without even evidently inspecting them. They wanted
> to sell more new cylinder assemblies. I ended up with a set of new
superior
> airparts millenium cylinders so they shot themselves in the foot.
>
> Being the cheapass airline pilot I am, I took the other two uninspected
> cylinders to the local cylinder shop. No cracks found and they just need a
> hone job to be back in service with a standard bore so I have them on the
> shelf for a future project. Go figure. It obviously pays to get many
> opinions and bead blast off the red dye penetrant and have someone else
> render a second or third opinion.
>
> chris bobka
> (in minneapolis - not sacramento)
> ----- Original Message -----
> From:
> To:
>
> Subject: Re: Pietenpol-List: C-90 or O-200
>
>
> > --> Pietenpol-List message posted by: Isablcorky@aol.com
> >
> > Chris,
> > Thanks for your interest. I am being patient. I have no earthly idea
> what's
> > going on. In Fort Worth he said the 4 cyls were rejects. He says Tulsa
> says
> > only two can be chromed. I have no idea what San Antonio is supposed to
be
> doing
> > with them. Just a little bit of info sure would help. How patient can a
> guy
> > get?
> > Corky
> >
> >
>
>
> ---------------------------------
>
>
Message 15
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--> Pietenpol-List message posted by: chris gomez <gomerair@yahoo.com>
Hey guys,
I just wanted to post a few pics that a friend took for me while at Oshkosh
this year.
---------------------------------
Message 16
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--> Pietenpol-List message posted by: chris gomez <gomerair@yahoo.com>
Here is the link that should have been with my last e-mail.
http://mykitplane.com/Planes/photoGalleryList2.cfm?AlbumID=142
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