Today's Message Index:
----------------------
1. 12:03 AM - Re: Canadian myths (Clif Dawson)
2. 07:28 AM - Re: Canadian myths (Ed Grentzer)
3. 07:35 AM - Re: Pietenpol as a School Project (Robert Haines)
4. 07:52 AM - Re: New shop (Gnwac@cs.com)
5. 08:03 AM - Re: New shop (Gnwac@cs.com)
6. 10:10 AM - Kitty Hawk (Barry Davis)
7. 10:10 AM - Re: New shop (Barry Davis)
8. 01:40 PM - Re: New shop (Michael D Cuy)
9. 04:24 PM - Re: Kitty Hawk (Jack Phillips)
10. 05:07 PM - Re: Travel Air Model A aero engine (Lauritz Larsen)
11. 06:42 PM - Re: Kitty Hawk (Ellie & Jim Sheen)
12. 06:52 PM - Re: Canadian myths (Graham Hansen)
13. 07:26 PM - Kitty Hawk and I am in a bind (Christian Bobka)
14. 08:58 PM - Re: Canadian myths (Christian Bobka)
15. 09:39 PM - Re: Canadian myths (Graham Hansen)
16. 10:50 PM - Re: Travel Air Model A aero engine (Christian Bobka)
Message 1
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Subject: | Re: Canadian myths |
--> Pietenpol-List message posted by: Clif Dawson <cdawson5854@shaw.ca>
Certainly enough bears on the Island. Maybe a little trip
up Gold River way for a little lantern road kill? Or
maybe just out to Point No Point.
Clif
> --> Pietenpol-List message posted by: dave rowe <rowed044@shaw.ca>
>
> I think I'm leaning towards Bear, not a lot of beavers here. We do have
> lots of cougars, but they don't want to sit still while you shave their
> fur. . . Still waiting for the wife to finish chewing the rawhide for
> the flying wires!!
Message 2
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Subject: | Re: Canadian myths |
--> Pietenpol-List message posted by: "Ed Grentzer" <flyboy_120@hotmail.com>
I hope those are Pietenpol rawhide flying wires...otherwise this is
waaaayyyyyy off topic.
Do not archive
>From: Clif Dawson <cdawson5854@shaw.ca>
>Reply-To: pietenpol-list@matronics.com
>To: pietenpol-list@matronics.com
>Subject: Re: Pietenpol-List: Canadian myths
>Date: Fri, 12 Dec 2003 00:02:52 -0800
>
>--> Pietenpol-List message posted by: Clif Dawson <cdawson5854@shaw.ca>
>
>Certainly enough bears on the Island. Maybe a little trip
>up Gold River way for a little lantern road kill? Or
>maybe just out to Point No Point.
>
>Clif
>
>
> > --> Pietenpol-List message posted by: dave rowe <rowed044@shaw.ca>
> >
> > I think I'm leaning towards Bear, not a lot of beavers here. We do have
> > lots of cougars, but they don't want to sit still while you shave their
> > fur. . . Still waiting for the wife to finish chewing the rawhide for
> > the flying wires!!
>
>
Browse styles for all ages, from the latest looks to cozy weekend wear at
MSN Shopping. And check out the beauty products! http://shopping.msn.com
Message 3
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Subject: | Re: Pietenpol as a School Project |
--> Pietenpol-List message posted by: "Robert Haines" <robertsjunk@hotmail.com>
Gesh, I don't know about a Piet as a 6th grade school project. Aren't those
kids still trying to color in between the lines? But seriously, a Piet is a
several year process and if you had a few of them work every class period
for weeks, I doubt you would have much of anything that looks like an
aircraft. Maybe only the tail feathers or a handful of ribs. I would think
6th graders would need a little bit more instant gratification to stay
interested. I don't want to be a stick in the mud here, but a Piet project
may be a little out of reach for them.
If the goal is to take a year or three and build the whole plane, try a
simpler design, like a Volksplane. Real basic wooden construction. That
way the original students to start the project may still be in Junior High
or High School and get to see the finished plane.
Again, I don't want to stop you here... I wish there were more teachers like
you.
Robert Haines
Du Quoin, Illinois
Message 4
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--> Pietenpol-List message posted by: Gnwac@cs.com
Mike,
Thanks for the video tape. I just got the chance to watch it. A
GREAT job on the BASSET HOUND production and the tons of resourceful construction
tips. Hope that you don't mind some of your ideas to be used. I know that I
can turn to you and the list for info later on.
I have never flown, heard or sat in a Piet, but boy you have lifted my
spirits of what I can expect.
Thanks again,
Greg Menoche
Message 5
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--> Pietenpol-List message posted by: Gnwac@cs.com
While considering the shop idea and reading responses for a couple of days,
I have seen many steel sheds or pole barns as they are called in our area
with a transparent ribbed material that is about 24 "in height just under the
roof's edge. With all the talk of lighting, why pay for something that we can
get for free.
Greg Menoche
Message 6
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--> Pietenpol-List message posted by: "Barry Davis" <bed@mindspring.com>
Any other Piet'ers going to Kitty Hawk?
Maybe we need to have a lunch together or something.
Barry Davis - leaving at 5am Saturday
Message 7
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--> Pietenpol-List message posted by: "Barry Davis" <bed@mindspring.com>
Remember - No Insulation in the skylight areas. Decide which you can live
with - Heating/Cooling cost or Lighting cost. You have to pay one or the
other, there are no free lunches.
----- Original Message -----
From: <Gnwac@cs.com>
Subject: Re: Pietenpol-List: New shop
> --> Pietenpol-List message posted by: Gnwac@cs.com
>
> While considering the shop idea and reading responses for a couple of
days,
> I have seen many steel sheds or pole barns as they are called in our area
> with a transparent ribbed material that is about 24 "in height just under
the
> roof's edge. With all the talk of lighting, why pay for something that we
can
> get for free.
> Greg Menoche
>
>
Message 8
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--> Pietenpol-List message posted by: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Greg ! glad you liked the tape and the basset hound. Have two of them
now---one is a mutt hound and one is pure......but least they have each
other to play with. Kinda like when we had about 7 Piets in the air to
play with each other at Brodhead last summer on Sat. Eve. Larry William's
Yellow Ford really was easy to see at all times. Just like a black hound
in the snow !
do not archive and KEEEP on' a making sawdust and metal parts !!!!
Mike C.
Message 9
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--> Pietenpol-List message posted by: "Jack Phillips" <pietflyr@bellsouth.net>
I'm heading down there about 9:00 AM Saturday (unfortunately, in a Cherokee,
nothing exciting). Will be down there at least through Thursday.
Jack Phillips
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Barry Davis
Subject: Pietenpol-List: Kitty Hawk
--> Pietenpol-List message posted by: "Barry Davis" <bed@mindspring.com>
Any other Piet'ers going to Kitty Hawk?
Maybe we need to have a lunch together or something.
Barry Davis - leaving at 5am Saturday
Message 10
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Subject: | Re: Travel Air Model A aero engine |
--> Pietenpol-List message posted by: "Lauritz Larsen" <pietlars@earthlink.net>
Update on Travel Air Aero:
Just found out that Bud Rogers, the man behind Travel Air Aero was killed
in a traffic accident on November 29th.
The general aviation community lost another 'veteran from the good old
days'. I have known Bud for over 15 years and despite a load of
adversities he was as he always was a truly good man, an honest man and a
man of integrity who was always willing to lend a hand.
I know several Pieters knew Bud and will mourn his passing as I do.
Lou Larsen
----- Original Message -----
From: <rhartwig11@juno.com>
Subject: Pietenpol-List: Travel Air Model A aero engine
> --> Pietenpol-List message posted by: rhartwig11@juno.com
>
> Here is the information on the Travel Air Aviation -Model A Ford
> conversion that was pictured in Sport Aviation. Their price seems
> reasonable for a very complete engine (does not include prop flange.)
> The only thing that I would question is the 7:1 compression ratio. I
> have read from other builders that for crank and rod longevity 6:1 is
> about max. They do seem flexible though and may be willing to build to
> your specs. Their address is 1380 Flightline Blvd., DeLand Airport,
> Deland FL 32724. Cell phone 407-497-1090.
> Dick Hartwig
> THE MODEL A ENGINE
> People ask the question, why would a person want to use a 70-year-old
> design in a modern homebuilt aircraft? The answer is that the Model A is
> a simple, well designed, low priced, four cylinder engine with good
> weight to torque ratio. The engine also has a long stroke and develops
> maximum torque at low RPM.
> The Model A engine was used in several aircraft during the 1930's and
> currently powers many aircraft of the Pietenpol line. Probably the
> biggest advantage of the Model A is that a multitude of high performance
> equipment was developed in the past and is still available today as new
> production. Model A powered sprint cars and jalopies are now active in
> numerous races and hill climbs across the country. As an example, there
> are several different cylinder heads currently available, some aluminum
> some cast iron, with various compression ratios. For our particular
> configuration, we use a cast aluminum head with dual spark plugs in each
> cylinder. There are also various ignition systems available from pure
> electronics to the older points and condenser. We use a dual electronic
> distributor for our set up.
> Carburetors are another area with lots of choices. We use a dual set up
> with twin Solexes. Many of the racers prefer either a single or dual
> model 94 or 97 Stromberg. Several types of up-drafts are also available.
> A selection of different camshaft grinds are also available to enhance
> performance.
> With various up-grades in performance equipment, it is possible to
> achieve torque ranges over 160 lbs./ft at crankshaft speeds as low as
> 2000 RPM. This little engine will put out half the torque at 2000 RPM
> that the Chevrolet 350 engine puts out at 3000 RPM, at less than one half
> the weight. Torque at low speeds is important when choosing an efficient
> propeller.
> There are numerous other mods that we incorporate in our engines such as
> pressure oil systems, inserted bearings, aluminum radiators, etc.
> Specifications:
> Engine basic weight including dual carbs, dual ignition, exhaust pipes,
> alternator 196 lbs.
> Aluminum radiator and coolant - 22 lbs
> Starter Assembly - 10 lbs.
> Note - Weight can be reduced by using single ignition, single carb. and
> manual start.
>
> MODEL A "AERO" By Travel Air Aviation
> Basic Engine Package
> 1. Reconditioned original Model A block
> 2. Cylinders bored .080 over standard.
> 3. Block line bored and machined for modem insert bearings. Block
> modified for full pressure oil system.
> 4. Crankshaft reconditioned, balanced and drilled for full oil pressure
> system.
> 5. Connecting rods balanced and machined for modem inserts.
> 6. New pistons, rings, valves, springs, guides, tappets, seats, keepers,
> oil pump kit and water pump.
> 7. Camshaft machined for high performance, (special grind)
> 8. Custom made light weight aluminum oil pan.
> 9. Light weight aluminum cylinder head with dual spark plugs and 7/1
> compression.
> 10. Custom dual electronic ignition with top mounted distributor.
> 11. Dual Solex carburetors with associated intake manifold.
> 12. Custom exhaust - "straight pipes"
> 13. High torque starter including drive pulley/ring assembly and starter
> mount.
> 14. Light-weight alternator. (30 amp)
> Complete package includes spark plugs, ignition wiring, drive belt, break
> in oil and oil filter installation. All engines pre-run on test stand
> prior to delivery.
> Price complete $4,880.00 (plus sales tax for Florida residents and
> shipping)
> Deposit on complete engine - $2,000.00. Balance on delivery. Delivery
> time - generally 30 to 60 days depending on work load.
> 30 to 60 days depending on work load.
>
>
Message 11
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--> Pietenpol-List message posted by: "Ellie & Jim Sheen" <sheenej@adelphia.net>
Jack, Barry and other Piet lovers bound for Kitty Hawk,
I have just started building my Piet in January 2003 and having a great
learning experience. I would enjoy meeting you and other Pietenpol folks at
Kitty Hawk. My wife ,Ellie, and I are driving (a lot less exciting than your
Cherokee, Jack) . We plan to leave Gettysburg,PA about 8:00 AM Saturday and
arrive in Nags Head about 4:30 PM.
We can be reached at 252-490-3320, at Ridgway House, 503 Hesperides Dr., Old
Nags Head Cove. We plan to be staying until Friday. Please call and stop by
to say hello.
If you cannot reach us at that number, try our cell phone @ 717-360-6382.
Have a safe trip.
Jim Sheen
----- Original Message -----
From: "Jack Phillips" <pietflyr@bellsouth.net>
Subject: RE: Pietenpol-List: Kitty Hawk
> --> Pietenpol-List message posted by: "Jack Phillips"
<pietflyr@bellsouth.net>
>
> I'm heading down there about 9:00 AM Saturday (unfortunately, in a
Cherokee,
> nothing exciting). Will be down there at least through Thursday.
>
> Jack Phillips
>
> -----Original Message-----
> From: owner-pietenpol-list-server@matronics.com
> [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Barry
Davis
> Sent: Friday, December 12, 2003 1:09 PM
> To: pietenpol-list@matronics.com
> Subject: Pietenpol-List: Kitty Hawk
>
> --> Pietenpol-List message posted by: "Barry Davis" <bed@mindspring.com>
>
> Any other Piet'ers going to Kitty Hawk?
> Maybe we need to have a lunch together or something.
> Barry Davis - leaving at 5am Saturday
>
>
Message 12
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Subject: | Re: Canadian myths |
--> Pietenpol-List message posted by: "Graham Hansen" <grhans@cable-lynx.net>
DO NOT ARCHIVE
I detect a note of skepticism regarding moose glue being used in the making
of
propellers---particularly Canadian ones. THIS IS NOT A MYTH!
In the spring of 1921 two all-metal Junkers monoplanes owned by the Imperial
Oil Company were flown from Peace River, Alberta to Fort Simpson NWT, with
a number of stops in between. Both aircraft were on skis and, upon landing
at
Fort Simpson, one damaged its landing gear and broke the wooden propeller.
The other aircraft managed to land safely, but its engine had carboned up
from
poor fuel obtained enroute and an overhaul was necessary. The ultimate
destina-
tion of the two aircraft was Norman Wells, further to the northwest on the
Mac-
kenzie River, where petroleum had been discovered by Imperial and it was
urgent
that the company be able to stake claims before an "oil rush" developed that
summer.
So the propeller, a ski and other parts were borrowed from the aircraft with
the
dud engine in order to make the first one airworthy so that it could proceed
down
the river to Norman Wells. Unfortunately, it cracked up on takeoff, damaging
a
wing, wrecking the landing gear and demolishing the propeller. They took
stock
of the situation and decided that, by cannabalizing the second aircraft, the
first
could be made serviceable---except for the propeller. With no radio communi-
cation and it being too late in the winter to send a dog team "outside", it
was de-
cided to try to make a propeller from oak sleigh boards the Hudson's Bay
Com-
pany trading post had on hand. Bill Hill, the senior aircraft mechanic of
the expe-
dition, and Walter Johnson, a Hudson's Bay employee with some training as a
cabinet maker, glued the boards together with glue made by boiling moose
hides.
They glued one of the broken propellers together and made templates. They
had
the use of a good workshop at the Roman Catholic Mission and eight days
later
they bolted the new propeller in place, and test flew the Junkers
successfully.
By now it was late April and the spring breakup was underway. It was decided
to fly back south some 500 miles to the Peace River base. They barely
managed
to take off with no load from Fort Simpson to land on a lake some five miles
away.
The ice was breaking up on the river and it was reported that the heels of
the skis
dragged a bit on open water before the aircraft lifted clear!
The next morning, April 24, 1921, with four souls on board, the moose glue
pro-
peller pulled them into the air and some six hours later they landed on the
middle
of a lake near Peace River. (The snow had disappeared from the countryside
and
all the lakes had ice only at the center with wide margins of open water at
the
edges.) Another airplane brought them wheels and fuel and they were able to
get
off the lake safely.
In the meantime, Pete Derbyshire, the junior mechanic remaining at Fort
Simpson,
and Walter Johnson had little to do until replacement parts arrived by boat,
so they
made another propeller! It was never used, but the first one had certainly
proved
itself.
Both propellers went to the National Aviation Museum at Ottawa. I have been
there a number of times, but don't recall seeing them. The next time I go, I
shall
enquire to find out whether they are currently on display.
Graham Hansen (Pietenpol CF-AUN)
DO NOT ARCHIVE
Message 13
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|
Subject: | Kitty Hawk and I am in a bind |
--> Pietenpol-List message posted by: "Christian Bobka" <bobka@compuserve.com>
Guys,
I bought a Continental A-50-3 on ebay a week and a half ago. The guy that
has it lives about 10 miles from Kitty Hawk in a town called Wanchese, NC.
I need to have it shipped back to Minneapolis but he is a pain in the butt
to deal with because if he took the cylinders off and boxed them separately,
the whole thing could be shipped for about 100 bucks. He originally agreed
to do this before I bid. After the auction closed, he changed his mind.
Now shipping looks more like 300-350 bucks which is way out of line.
I will be driving a car back from Connecticut on Interstate 80 sometime in
the next few weeks. If I could get the engine as far as Ohio and someone
could store it til then, I could get it.
Can anybody help?
Chris Bobka
----- Original Message -----
From: "Barry Davis" <bed@mindspring.com>
Subject: Pietenpol-List: Kitty Hawk
> --> Pietenpol-List message posted by: "Barry Davis" <bed@mindspring.com>
>
> Any other Piet'ers going to Kitty Hawk?
> Maybe we need to have a lunch together or something.
> Barry Davis - leaving at 5am Saturday
>
>
Message 14
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|
Subject: | Re: Canadian myths |
--> Pietenpol-List message posted by: "Christian Bobka" <bobka@compuserve.com>
Graham,
How can an "all metal Junkers" break its wood propeller? I thought it was
all metal.
Chris Bobka
do not archive
----- Original Message -----
From: "Graham Hansen" <grhans@cable-lynx.net>
Subject: Re: Pietenpol-List: Canadian myths
> --> Pietenpol-List message posted by: "Graham Hansen"
<grhans@cable-lynx.net>
>
> DO NOT ARCHIVE
>
> I detect a note of skepticism regarding moose glue being used in the
making
> of
> propellers---particularly Canadian ones. THIS IS NOT A MYTH!
>
> In the spring of 1921 two all-metal Junkers monoplanes owned by the
Imperial
> Oil Company were flown from Peace River, Alberta to Fort Simpson NWT, with
> a number of stops in between. Both aircraft were on skis and, upon landing
> at
> Fort Simpson, one damaged its landing gear and broke the wooden propeller.
> The other aircraft managed to land safely, but its engine had carboned up
> from
> poor fuel obtained enroute and an overhaul was necessary. The ultimate
> destina-
> tion of the two aircraft was Norman Wells, further to the northwest on the
> Mac-
> kenzie River, where petroleum had been discovered by Imperial and it was
> urgent
> that the company be able to stake claims before an "oil rush" developed
that
> summer.
>
> So the propeller, a ski and other parts were borrowed from the aircraft
with
> the
> dud engine in order to make the first one airworthy so that it could
proceed
> down
> the river to Norman Wells. Unfortunately, it cracked up on takeoff,
damaging
> a
> wing, wrecking the landing gear and demolishing the propeller. They took
> stock
> of the situation and decided that, by cannabalizing the second aircraft,
the
> first
> could be made serviceable---except for the propeller. With no radio
communi-
> cation and it being too late in the winter to send a dog team "outside",
it
> was de-
> cided to try to make a propeller from oak sleigh boards the Hudson's Bay
> Com-
> pany trading post had on hand. Bill Hill, the senior aircraft mechanic of
> the expe-
> dition, and Walter Johnson, a Hudson's Bay employee with some training as
a
> cabinet maker, glued the boards together with glue made by boiling moose
> hides.
> They glued one of the broken propellers together and made templates. They
> had
> the use of a good workshop at the Roman Catholic Mission and eight days
> later
> they bolted the new propeller in place, and test flew the Junkers
> successfully.
>
> By now it was late April and the spring breakup was underway. It was
decided
> to fly back south some 500 miles to the Peace River base. They barely
> managed
> to take off with no load from Fort Simpson to land on a lake some five
miles
> away.
> The ice was breaking up on the river and it was reported that the heels of
> the skis
> dragged a bit on open water before the aircraft lifted clear!
>
> The next morning, April 24, 1921, with four souls on board, the moose glue
> pro-
> peller pulled them into the air and some six hours later they landed on
the
> middle
> of a lake near Peace River. (The snow had disappeared from the countryside
> and
> all the lakes had ice only at the center with wide margins of open water
at
> the
> edges.) Another airplane brought them wheels and fuel and they were able
to
> get
> off the lake safely.
>
> In the meantime, Pete Derbyshire, the junior mechanic remaining at Fort
> Simpson,
> and Walter Johnson had little to do until replacement parts arrived by
boat,
> so they
> made another propeller! It was never used, but the first one had certainly
> proved
> itself.
>
> Both propellers went to the National Aviation Museum at Ottawa. I have
been
> there a number of times, but don't recall seeing them. The next time I go,
I
> shall
> enquire to find out whether they are currently on display.
>
> Graham Hansen (Pietenpol CF-AUN)
>
> DO NOT ARCHIVE
>
>
Message 15
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Subject: | Re: Canadian myths |
--> Pietenpol-List message posted by: "Graham Hansen" <grhans@cable-lynx.net>
Chris Bobka,
The airplane was "all metal", and the propeller was "all wood".
Cheers,
Graham DO NOT ARCHIVE
Message 16
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Subject: | Re: Travel Air Model A aero engine |
--> Pietenpol-List message posted by: "Christian Bobka" <bobka@compuserve.com>
Dick,
The 6:1 limitation is primarily becuase of the squashability of the babbitt
used in stock engines. As these Travel Air engines use bearing inserts, the
engine is essentially converted over to the latest bearing technology so the
7:1 is fine. I don't think you can get much more than 7:1 in a flathead
design without starting to run into combustion issues due to the flathead
combustion chamber design.
Yeah, too bad this guy is gone. Maybe someone else is there to pick up the
torch...
Chris Bobka
----- Original Message -----
From: "Lauritz Larsen" <pietlars@earthlink.net>
Subject: Re: Pietenpol-List: Travel Air Model A aero engine
> --> Pietenpol-List message posted by: "Lauritz Larsen"
<pietlars@earthlink.net>
>
> Update on Travel Air Aero:
>
> Just found out that Bud Rogers, the man behind Travel Air Aero was killed
> in a traffic accident on November 29th.
>
> The general aviation community lost another 'veteran from the good old
> days'. I have known Bud for over 15 years and despite a load of
> adversities he was as he always was a truly good man, an honest man and a
> man of integrity who was always willing to lend a hand.
>
> I know several Pieters knew Bud and will mourn his passing as I do.
>
> Lou Larsen
> ----- Original Message -----
> From: <rhartwig11@juno.com>
> To: <pietenpol-list-digest@matronics.com>
> Subject: Pietenpol-List: Travel Air Model A aero engine
>
>
> > --> Pietenpol-List message posted by: rhartwig11@juno.com
> >
> > Here is the information on the Travel Air Aviation -Model A Ford
> > conversion that was pictured in Sport Aviation. Their price seems
> > reasonable for a very complete engine (does not include prop flange.)
> > The only thing that I would question is the 7:1 compression ratio. I
> > have read from other builders that for crank and rod longevity 6:1 is
> > about max. They do seem flexible though and may be willing to build to
> > your specs. Their address is 1380 Flightline Blvd., DeLand Airport,
> > Deland FL 32724. Cell phone 407-497-1090.
> > Dick Hartwig
> > THE MODEL A ENGINE
> > People ask the question, why would a person want to use a 70-year-old
> > design in a modern homebuilt aircraft? The answer is that the Model A is
> > a simple, well designed, low priced, four cylinder engine with good
> > weight to torque ratio. The engine also has a long stroke and develops
> > maximum torque at low RPM.
> > The Model A engine was used in several aircraft during the 1930's and
> > currently powers many aircraft of the Pietenpol line. Probably the
> > biggest advantage of the Model A is that a multitude of high performance
> > equipment was developed in the past and is still available today as new
> > production. Model A powered sprint cars and jalopies are now active in
> > numerous races and hill climbs across the country. As an example, there
> > are several different cylinder heads currently available, some aluminum
> > some cast iron, with various compression ratios. For our particular
> > configuration, we use a cast aluminum head with dual spark plugs in each
> > cylinder. There are also various ignition systems available from pure
> > electronics to the older points and condenser. We use a dual electronic
> > distributor for our set up.
> > Carburetors are another area with lots of choices. We use a dual set up
> > with twin Solexes. Many of the racers prefer either a single or dual
> > model 94 or 97 Stromberg. Several types of up-drafts are also available.
> > A selection of different camshaft grinds are also available to enhance
> > performance.
> > With various up-grades in performance equipment, it is possible to
> > achieve torque ranges over 160 lbs./ft at crankshaft speeds as low as
> > 2000 RPM. This little engine will put out half the torque at 2000 RPM
> > that the Chevrolet 350 engine puts out at 3000 RPM, at less than one
half
> > the weight. Torque at low speeds is important when choosing an efficient
> > propeller.
> > There are numerous other mods that we incorporate in our engines such as
> > pressure oil systems, inserted bearings, aluminum radiators, etc.
> > Specifications:
> > Engine basic weight including dual carbs, dual ignition, exhaust pipes,
> > alternator 196 lbs.
> > Aluminum radiator and coolant - 22 lbs
> > Starter Assembly - 10 lbs.
> > Note - Weight can be reduced by using single ignition, single carb. and
> > manual start.
> >
> > MODEL A "AERO" By Travel Air Aviation
> > Basic Engine Package
> > 1. Reconditioned original Model A block
> > 2. Cylinders bored .080 over standard.
> > 3. Block line bored and machined for modem insert bearings. Block
> > modified for full pressure oil system.
> > 4. Crankshaft reconditioned, balanced and drilled for full oil pressure
> > system.
> > 5. Connecting rods balanced and machined for modem inserts.
> > 6. New pistons, rings, valves, springs, guides, tappets, seats, keepers,
> > oil pump kit and water pump.
> > 7. Camshaft machined for high performance, (special grind)
> > 8. Custom made light weight aluminum oil pan.
> > 9. Light weight aluminum cylinder head with dual spark plugs and 7/1
> > compression.
> > 10. Custom dual electronic ignition with top mounted distributor.
> > 11. Dual Solex carburetors with associated intake manifold.
> > 12. Custom exhaust - "straight pipes"
> > 13. High torque starter including drive pulley/ring assembly and starter
> > mount.
> > 14. Light-weight alternator. (30 amp)
> > Complete package includes spark plugs, ignition wiring, drive belt,
break
> > in oil and oil filter installation. All engines pre-run on test stand
> > prior to delivery.
> > Price complete $4,880.00 (plus sales tax for Florida residents and
> > shipping)
> > Deposit on complete engine - $2,000.00. Balance on delivery. Delivery
> > time - generally 30 to 60 days depending on work load.
> > 30 to 60 days depending on work load.
> >
> >
>
>
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