Today's Message Index:
----------------------
1. 04:51 AM - Re: forged pistons (Ed Grentzer)
2. 05:35 AM - Re: forged pistons (Kent Hallsten)
3. 06:01 AM - Re: taildraggers (At7000ft@aol.com)
4. 06:29 AM - Re: Corvair trip to AL & Scanned Piet Article... (Robert Haines)
5. 07:36 PM - Re: landings (Ted Brousseau)
6. 08:47 PM - Texas Air Museum "German" Piet info (Mike Whaley)
7. 08:47 PM - List of Pietenpol articles from Sport Aviation, Experimenter, and Kitplanes (Mike Whaley)
8. 09:37 PM - Updated 'Infomation List' (Rcaprd@aol.com)
9. 11:29 PM - vi kapler hinges (Brants)
Message 1
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--> Pietenpol-List message posted by: "Ed Grentzer" <flyboy_120@hotmail.com>
Hi Rod I have built several V8 Ford and Chevy engines with forged
pistons. Because the aluminum is denser than cast pistons they expand more
when heated. the piston manufacturer should supply the clearance
information. All of the forged pistons I have installed called for .005"
skirt clearance. You can actually hear them rattleing in the engine when
they are cold which I personally dont like but they quiet down when they are
hot from being loaded. Hope this is of some help. Ed G.
>From: "rod wooller" <rodwooller@hotmail.com>
>Reply-To: pietenpol-list@matronics.com
>To: pietenpol-list@matronics.com
>Subject: Pietenpol-List: forged pistons
>Date: Fri, 16 Jan 2004 12:37:23 +0800
>
>--> Pietenpol-List message posted by: "rod wooller"
><rodwooller@hotmail.com>
>
>Group,
>
>I have a set of +.030" forged pistons and I am about to have the barrells
>bored to suit.
>In the Corvair shop manual the piston to bore clearances are given as: Top
>land .022" to .031"
>and the skirt: .0011" to .0017".
>I'm sure I recall reading somewhere that forged pistons require greater
>clearances but I can't find where I read it.
>Could someone who has rebuilt their own Corvair using forged pistons (or
>anyone who has the knowledge) please clue me up on this.
>
>Many thanks,
>Rod Wooller
>Chidlow
>Australia
>
>_________________________________________________________________
>Hot chart ringtones and polyphonics. Go to
>http://ninemsn.com.au/mobilemania/default.asp
>
>
Check out the new MSN 9 Dial-up fast & reliable Internet access with prime
Message 2
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--> Pietenpol-List message posted by: "Kent Hallsten" <KHallsten@Governair.com>
>
Rod,
Have you joined this list? I remember your same question being discussed recently.
Kent
> See CorvAircraft list details at
http://www.krnet.org/corvaircraft_inst.html
Message 3
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Subject: | Re: taildraggers |
Thats right, after the divorce we only yelled when we were in an airplane.
That was before the divorce, right?
----- Original Message -----
Really, back in my day we just screamed and yelled at each other.
Rick H
Message 4
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Subject: | Re: Corvair trip to AL & Scanned Piet Article... |
--> Pietenpol-List message posted by: "Robert Haines" <robertsjunk@hotmail.com>
Jim,
I also have not heard back from the guy, although it may be because my
emails have been bouncing back as if his email account is no longer valid.
This happened to me before while trying to setup a meeting time, it took
weeks to arrange. I doubt very much that he is no longer interested in
selling what he has, he may just be experiencing "technical difficulties".
If I do make contact, I will let you all (y'all) know.
And speaking of your wife's kitchen cabinets... three days after my Alabama
trip, I was ordering my wife a new laptop computer. :)
Robert Haines
Du Quoin, Illinois
Time: 09:51:00 AM PST US
From: "Jim Markle" <jim_markle@mindspring.com>
Subject: Pietenpol-List: Corvair trip to AL & Scanned Piet Article...
First, that trip I was going to make to Alabama to pick up Corvair parts is
off.
Never heard from the guy.....(Robert must have cleaned him out!!!)
In the meantime, I received 3 good leads for 110's after one email to the
local
Corvair club. Ain't technology grand! I've found one, but also followed up
on the others for the sake of several of you that asked me to check on
bringing
something back from Alabama for them. I'll let you know when/if I hear back
from these others......
I just scanned and posted an article from the May 1956 issue of
Experimenter.
(Another cool benefit of having an old timer for a tech counselor,
especially
one that has saved every EAA Experimenter/Sport Aviation/etc publication
from
the beginning....and has a Corvair 110 in his garage waiting for a home.)
Anyway,
this article has several pages of interesting Pietenpol info - plus a note
from Bernard Pietenpol....interesting reading.
<http://www.mykitplane.com/Planes/photoGalleryList2.cfm?AlbumID184>
If anyone wants the larger file versions (mykitplane reduces the size of
files
to a more manageable web site size), just let me know and I'll email
direct.....
Jim in Plano......working on one of the most important parts of my
successful Pietenpol
completion......my wife's new kitchen cabinets.....
Message 5
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I have followed the flow of replies to the question of how to land a
Pietenpol. They were all excellent and on point. If I might be so bold, I
would like to take this opportunity to consolidate the advice into one place
where others in the future might look and also benefit from our experience.
I welcome comments and will incorporate any suggestions that clarify the
answer.
My background is that I fly and have around 400 hours in an Aircamper. I am
presently instructing in a Cessna 140 that I own. I earned my flight
certificate in 1964 in a Cessna 140. Over 2/3 of my hours are in a tail
dragger. I am an EAA Flight Advisor and am in the process of doing the
First Flight in two new Aircampers and hopefully mine later this spring.
Attached is how it looked New Years day.
First some basics. In generic terms a good 3 point landing consists of an
approach that concludes with a round out, a flare and a greaser of a
landing. A standard approach is done by flying the aircraft at a constant
pre-determined airspeed (that is usually around 1.3 times faster than
stall). I have been very successful in holding that speed solely with the
use of pitch (using the elevators). The angle of the approach is controlled
with power. This approach speed is carried to an altitude near the ground
when the aircraft is pitched up to an attitude that results in nearly level
flight. This part of the landing is commonly called the round out. Since
pitching up results in a decrease in airspeed, the wings start to lose some
lift. What follows is what determines the quality of the touchdown and is
called the flare. The trick is to slowly pitch up at the precise rate to
equally compensate for the loss of lift from the decrease in airspeed. If
you have been paying attention, you realize that this is a constantly
changing situation. As you pitch up you decrease speed, which decreases
lift, which requires more pitch, which requires ... The object is to slow
down from approach speed to stall speed, maintaining almost level flight,
while allowing the aircraft wheels to ease closer to the runway until they
touch down at the exact moment stall speed is attained. At the moment of
touchdown the elevator control should be back as far as it will travel.
This securely forces the tail wheel down and increases its effectiveness in
controlling direction. This is very important since the rudder quickly
loses effect because of loss of air flowing past it as it slows. I won't
comment here on the importance of keeping a tail dragger going straight
while on the ground, other than to say it is the most important aspect of
flying one. Now, back to landing, if you get to the stall speed before
touching the ground the plane loses all lift and drops to the ground. Not a
bad landing if the drop is a matter of inches. If the ground is touched
before slowing to stall speed a return to flight is likely. This is
especially true in a tail dragger because the pitch angle of the wing is
usually set for a climb when all wheels are on the ground. If you are
flying above stall speed in all likely hood you will touch down on the main
gear first. As you pull back the tail will lower, creating more lift, and
you find yourself climbing back into the air.
In most aircraft the round out and flare are distinct segments of the
landing. The round out might take around 5 seconds and the following flare
might take 15 to 20 seconds depending on airspeed at the start of the round
out. Cessnas seem to float forever.
Now for Aircamper specific observations. This is what it looks like for me
in the pilot's seat. For many reasons the Aircamper doesn't float much.
It has a lot of drag. It doesn't go very fast in the first place and slows
quickly upon reduction of power. Therefore the round out and flare happen
so quickly that they become one operation. If enough speed is not carried
in the approach the elevators become ineffective before completing the round
out/flare and the bungee cords get severely tested. One of the things you
need to discover is the minimum approach speed that still allows elevator
control until full stall and touchdown. This is going to probably be
different for each aircraft because of configuration, instrument error,
etc.. 65 mph works for me. 1.3 stall speed is 55 mph. I pancake in every
time at that speed. I "aim" at the ground and carry 65 mph until a couple
of feet above the ground and then smoothly pull back for the round out/flare
and am on the ground in about 30 - 50 feet. No bounce. No drop. Just a
smooth 3 point landing.
I would suggest that one of the first things to establish on the first
flight is the stall speed. I would then suggest that the approach be tested
at no slower than 1.6 times stall speed. If that gives elevator control but
results in a distinct flare you could reduce the speed in 2 mph steps until
you find the speed that causes mild elevator loss. You now know the minimum
approach speed for your plane in that weight configuration. I usually add a
couple of mph for an adult passenger.
This is a conservative approach to coming up with numbers you can fly with.
Although I have only flown my own Aircamper to date, I believe from
listening to others' experiences that this is the best way to approach your
first landings. What do you say Mike Cuy or Chris?
I met a list member at Oshkosh in 1999. He had completed his plane in April
but didn't have it with him. He told me that on the third landing he bent
the landing gear on a hard touchdown because he ran out of elevator.
Hopefully this discussion will prevent a repeat of that experience.
All of the above only applies to a power off landing. Carrying a little
power allows a slightly slower approach speed and still provides elevator
control during the flare. Cut power at the end of the round out and end up
with a perfect 3 point landing.
Hope this helps someone. Sorry this got so long. It is easier to do than
describe.
Ted Brousseau
PS If any of the above does not make sense don't try it alone. Run out and
get yourself an experienced taildragger pilot to help you. Also, this does
not address crosswind, upwind, uphill, downhill, short field, soft field or
wheel landings.
Message 6
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Subject: | Texas Air Museum "German" Piet info |
--> Pietenpol-List message posted by: "Mike Whaley" <MerlinFAC@cfl.rr.com>
When I heard "Jose somebody with an L-19" in regards to the "German" Piet, a
little light clicked on and I checked with one of my old email buddies...
Jose Cano, from the Int'l Bird Dog Assoc. Sure 'nuff, it was him. Here's
what he said... anyone looking for an L-19? (probably about my 3rd fave
plane, behind the OV-10 and Piet...)
-Mike
Mike Whaley merlin@ov-10bronco.net
Webmaster, OV-10 Bronco Association
http://www.ov-10bronco.net/
http://www.ov-10bronco.net/users/merlin/
----------------------
10:4 Mike, that was me but I never flew it. Tim Talley from Clifton Aero
did the test
flight after we fixed one of the wings and reassembled the whole plane. I
rigged the
ailerons and installed the Jenny wheels on it. The airplane was sold to the
TX Air Museum
and I helped Ken Brown disassemble it and load it on a trailer. I was by
the museum early
part of last year and they still have it and fly it occasionally.
My L-19 project has come to a screeching halt due to work loads and job
changes. I think
I am going to sell it this winter. I have had a few people inquire about it
but you know
the old story "I have to sell my other airplane first.". I have not
advertised it because
I keep thinking I will have time to do a few more things on it before I
advertise it. As
of the last 7 days, there have been two more Birddogs go down due to pilot
error, this
makes mine keep going up in value because there are fewer and fewer of them
around. Let
me know if any of your folks are interested.
I check your OV-10 website periodically to check on the progress of your
museum. Looks
like you all are doing good things. Some of the IBDA folks may be
contacting you all
about a joint project. Due to my work load, I am no longer on the board of
directors but
due continue to put in my two cents worth.
Hope you have a good new year ahead.
Jose' C. Cano, Jr.
Texas Parks & Wildlife Dept.
Wildlife Biologist
406 N. Ave. R
Clifton, TX 76634-1252
254/675-8729 Home/Fax
254/582-2719 Office/Fax
Message 7
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Subject: | List of Pietenpol articles from Sport Aviation, Experimenter, |
and Kitplanes
Maybe this has been done before but while I was compiling a list of acro
bipe articles for the website at work, I also compiled all the Piet-related
ones as well. This covers Sport Aviation, Experimenter (the old and the new
ones) and Kitplanes. It may have been done before but what the heck, here
they are. A thousand thanks to the Cozy Builder's group for compiling the
indices in an orderly fashion (EAA's article search function really stinks!)
PS - I'll post it as both text in this email (below) as well as attach a
text file so that those of you who aren't on the digest can save to your PC.
-Mike
Mike Whaley merlin@ov-10bronco.net
Webmaster, OV-10 Bronco Association
http://www.ov-10bronco.net/
http://www.ov-10bronco.net/users/merlin/
---
---
Pietenpol Articles - Sport Aviation, Experimenter, and Kitplanes
Compiled 1/14/04 by Mike Whaley (merlin@ov-10bronco.net)
From http://www.cozybuilders.org/ref_info/
Includes:
Sport Aviation (1954 - 1998)(aka Experimenter in the 1950's)
EAA Experimenter (1987 - 1998)
Kitplanes (1985 - 1998)
Search Terms:
Pietenpol Piet GN-1 GN-2 Bernie B.H. Grega Camper Aircamper Sky Scout
Ford Brodhead Corvair Aerial Arial
Sport Aviation (Feb. 53 - Dec. 98) (called Experimenter in the 1950s)
November 1954, Volume 2, Number 11
Photograph of Campbell Modified Pietenpol
p. 8
July 1955, Volume 3, Number 7
Photograph of Rudolph Pietenpol, N13691) _________________________ 1
The Old Pietenpol __________________________________________________ 4
(Three photographs of Rudolph Pietenpol Air Camper, N13691, Leo
J. Kohn) ___________________________________________________________ 4
August 1955, Vol. 4, No. 8
Report On the Fly-In ___ Havel T. Lawson ____________________________ 3
Aircraft Seen At The Fly-In (article lists
Schermerhorn Pietenpol L.S. Air Camper, N18224;
Rudolph Russert-Pietenpol KC-257-13 Air Camper, N13691)
January, 1956, Vol. 5, No. 1
Another Pietenpol Air Camper On The Way (with photograph of
Ernest C. Seiler and Seiler Pietenpol Air Camper) __________________ 16
May 1956, Volume 5, Number 5
The Pietenpol "Air Camper," Second in a series on Famous
Homebuilt Lightplanes ___ George Hardie, Jr. _______________________ 7
(Photograph of two Pietenpol Air Campers, B. H. Pietenpol) _________ 7
(Scale drawings of Pietenpol Air Camper, Jack McRae) _______________ 8-9
>From The Owners And Builders Of Pietenpol Air Campers (with
Two drawings of Pietenpol Air Campers, Wm. Kupka) __________________ 10
(Photograph of Allen Rudolph and Rudolph 1933 Pietenpol Air
Camper, N13691) ____________________________________________________ 11
(Photograph of Schermerhorn Pietenpol Air Camper, N18224) _________ 11
(Photograph of Rudolph 1933 Pietenpol Air Camper, N13691)________ __ 12
September 1956, Volume 5, Number 9
Aircraft Seen At The Fly-In (article lists
Schermerhorn modified Pietenpol L. S. Air Camper, N18224;
Rudolph Russert-Pietenpol KC-257-13 Air Camper, N13691)
January 1957, Volume 6, Number 1
(Photograph of Schermerhorn Pietenpol L. S. Air Camper,
N18224) ___________________________________________________________ 12
November 1957
Modernizing the Pietenpol Landing Gear...........................19
December 1957
The Pietenpol Seaplane Floats....................................12
August 1960
Modernizing The Pietenpol "Aircamper"............................16
MARCH 1962
Pietenpol Corvair Conversion.......................... 31
DECEMBER 1962
More About My Corvair and VW Conversions... 24
AUGUST, 1966
Converting The Model "A" Ford Engine For Flight........ 9
DECEMBER, 1966
Converting the Model A Ford............................. 27
FEBRUARY, 1967
Corvair, Volkswagen, and Drone Engines for Aircraft... 19
JULY, 1967
More on the Model A Ford................................... 11
OCTOBER, 1967
Corvair Powered Autogyro.................................................
22
FEBRUARY, 1968
Pietenpol N-8001R.......................................... 26
MAY, 1968
Corvair Conversions.......by Clayton King........................20
APRIL, 1969
Waterman Corvair Engines...by Waldo Waterman............................4
Your Forest Products Laboratory...by Bob Whittier......................30
A Visit to B.H.Pietenpol...by Bob Whittier.............................40
JULY,1969
Waterman Corvair Engines-Part Two...by Waldo D. Waterman......... 14
AUGUST, 1969
Waterman Corvair Engines-Part Three by Waldo D. Waterman... 14
SEPTEMBER,1969
Waterman Corvair Engines (Part 4).....by Waldo D.
Waterman.................21
OCTOBER, 1969
Waterman Corvair Engines (Part 5)... by Waldo D. Waterman.... 18
NOVEMBER, 1969
Waterman Corvair Engines, Part 6....... by Waldo D.
Waterman...............10
JANUARY 1970
Some Fundamental and Special Considerations of the Corvair Engine - As an
Aircraft Powerplant . . .
by David A. Paddock...........10
MARCH, 1970
Volkswagen Reduction Box on the Corvair.....by Bud Rinker......46
MAY, 1970
The Berg-Aero - from Pietenpol to SE-5A...by John B. Bergeson........38
SEPTEMBER, 1970
Pietenpol Powered by Corvair......................................42
NOVEMBER, 1970
Corvair Clarification.....by James C.Carvin......................22
DECEMBER, 1970
Testing The Corvair Engine...by Bud Rinker...........................19
JUNE 1971
Corvair-powered Corvair.................13
NOVEMBER 1972
Vega Sky Scout...by Jack Cox.......................................31
DECEMBER 1974
Update on the Corvair Engine Syndrome ... by Bud Rinker...............63
JUNE 1975
Chapter 148's Pietenpol . . . by Dale Wolford.......................36
MAY 1977
68 Duplicate Sawing... by John W. Grega
NOVEMBER 1980
38 Ford Fiesta Powered Pietenpol . .. by Jack Cox
MARCH 1981
44 The Pietenpol Aerial... by Chad Wille
SEPTEMBER 1982
58 Imagineering a Pietenpol for the 80's?. . . by Al Baekstrom
FEBRUARY 1985
42 Sky Gypsy/Frank S. Pavliga
MARCH 1987
48 England's First Pietenpol Air Camper/F. A Hawke
FEBUARY 1989
16 Howard Henderson's Model A Ford Powered Pietenpol/Grant E. MacLaren
APRIL 1990
45 A Round Engine Pietenpol!/Jack Cox
JANUARY 1991
25 Ol '12937 - The "Granddaddy" Pietenpol Air Camper/Norm Petersen
February 1998
30 The Pietenpol Sky Scout - Chad Wille
EAA EXPERIMENTER (Dec. 86 - Dec. 98)
AUGUST 1991
page twenty-something: Don Higgs' Pietenpol by Robert N. Gilbert
FEBRUARY 1994
6 A Little AirCamper Replica Named RagWing by Roger Mann
MARCH 1996
A Corvair-Powered Nieuport 26
Solving the challenges of an unusual engine installation-by Rich Dietrich
MAY 1996
Pietenpol NX1 7WR 25
A tried and true homebuilders favorite-by Bill Rewey
Febuary 1998
Rick Crosslin's GN-1 ....................................... 23
An affordable plane anyone can build - by Mary Jones
KITPLANES (Jan. 85 - Dec. 98)
FEBRUARY, 1985
76 BIPED FOR FUN!
Pietenpol's Air Camper is a people-
pleaser that proves low-and-slow can
be beautiful; by Owen B. Deaver.
February 1987
EAA Museum Pieces (Pietenpol Air Camper), p.56
November 1987
Braking a Pietenpol, p. 46
May 1989
Flying an Air Camper (Pietenpol), p. 31
July 1992
Pietenpol Air Camper (Cover)
Check Out This Pietenpol, p. 12.
August 1997
Pietenpols Forever? p. 42
Who Was Bernie Pietenpol? p. 50
Pietenpol Articles - Sport Aviation, Experimenter, and Kitplanes
Compiled 1/14/04 by Mike Whaley (merlin@ov-10bronco.net)
From http://www.cozybuilders.org/ref_info/
Includes:
Sport Aviation (1954 - 1998)(aka Experimenter in the 1950's)
EAA Experimenter (1987 - 1998)
Kitplanes (1985 - 1998)
Search Terms:
Pietenpol Piet GN-1 GN-2 Bernie B.H. Grega Camper Aircamper Sky Scout
Ford Brodhead Corvair Aerial Arial
Sport Aviation (Feb. 53 - Dec. 98) (called Experimenter in the 1950s)
November 1954, Volume 2, Number 11
Photograph of Campbell Modified Pietenpol
p. 8
July 1955, Volume 3, Number 7
Photograph of Rudolph Pietenpol, N13691) _________________________ 1
The Old Pietenpol __________________________________________________ 4
(Three photographs of Rudolph Pietenpol Air Camper, N13691, Leo
J. Kohn) ___________________________________________________________ 4
August 1955, Vol. 4, No. 8
Report On the Fly-In ___ Havel T. Lawson ____________________________ 3
Aircraft Seen At The Fly-In (article lists
Schermerhorn Pietenpol L.S. Air Camper, N18224;
Rudolph Russert-Pietenpol KC-257-13 Air Camper, N13691)
January, 1956, Vol. 5, No. 1
Another Pietenpol Air Camper On The Way (with photograph of
Ernest C. Seiler and Seiler Pietenpol Air Camper) __________________ 16
May 1956, Volume 5, Number 5
The Pietenpol "Air Camper," Second in a series on Famous
Homebuilt Lightplanes ___ George Hardie, Jr. _______________________ 7
(Photograph of two Pietenpol Air Campers, B. H. Pietenpol) _________ 7
(Scale drawings of Pietenpol Air Camper, Jack McRae) _______________ 8-9
>From The Owners And Builders Of Pietenpol Air Campers (with
Two drawings of Pietenpol Air Campers, Wm. Kupka) __________________ 10
(Photograph of Allen Rudolph and Rudolph 1933 Pietenpol Air
Camper, N13691) ____________________________________________________ 11
(Photograph of Schermerhorn Pietenpol Air Camper, N18224) _________ 11
(Photograph of Rudolph 1933 Pietenpol Air Camper, N13691)________ __ 12
September 1956, Volume 5, Number 9
Aircraft Seen At The Fly-In (article lists
Schermerhorn modified Pietenpol L. S. Air Camper, N18224;
Rudolph Russert-Pietenpol KC-257-13 Air Camper, N13691)
January 1957, Volume 6, Number 1
(Photograph of Schermerhorn Pietenpol L. S. Air Camper,
N18224) ___________________________________________________________ 12
November 1957
Modernizing the Pietenpol Landing Gear...........................19
December 1957
The Pietenpol Seaplane Floats....................................12
August 1960
Modernizing The Pietenpol "Aircamper"............................16
MARCH 1962
Pietenpol Corvair Conversion.......................... 31
DECEMBER 1962
More About My Corvair and VW Conversions... 24
AUGUST, 1966
Converting The Model "A" Ford Engine For Flight........ 9
DECEMBER, 1966
Converting the Model A Ford............................. 27
FEBRUARY, 1967
Corvair, Volkswagen, and Drone Engines for Aircraft... 19
JULY, 1967
More on the Model A Ford................................... 11
OCTOBER, 1967
Corvair Powered Autogyro................................................. 22
FEBRUARY, 1968
Pietenpol N-8001R.......................................... 26
MAY, 1968
Corvair Conversions.......by Clayton King........................20
APRIL, 1969
Waterman Corvair Engines...by Waldo Waterman............................4
Your Forest Products Laboratory...by Bob Whittier......................30
A Visit to B.H.Pietenpol...by Bob Whittier.............................40
JULY,1969
Waterman Corvair Engines-Part Two...by Waldo D. Waterman......... 14
AUGUST, 1969
Waterman Corvair Engines-Part Three by Waldo D. Waterman... 14
SEPTEMBER,1969
Waterman Corvair Engines (Part 4).....by Waldo D. Waterman.................21
OCTOBER, 1969
Waterman Corvair Engines (Part 5)... by Waldo D. Waterman.... 18
NOVEMBER, 1969
Waterman Corvair Engines, Part 6....... by Waldo D. Waterman...............10
JANUARY 1970
Some Fundamental and Special Considerations of the Corvair Engine - As an Aircraft
Powerplant . . . by David A. Paddock...........10
MARCH, 1970
Volkswagen Reduction Box on the Corvair.....by Bud Rinker......46
MAY, 1970
The Berg-Aero - from Pietenpol to SE-5A...by John B. Bergeson........38
SEPTEMBER, 1970
Pietenpol Powered by Corvair......................................42
NOVEMBER, 1970
Corvair Clarification.....by James C.Carvin......................22
DECEMBER, 1970
Testing The Corvair Engine...by Bud Rinker...........................19
JUNE 1971
Corvair-powered Corvair.................13
NOVEMBER 1972
Vega Sky Scout...by Jack Cox.......................................31
DECEMBER 1974
Update on the Corvair Engine Syndrome ... by Bud Rinker...............63
JUNE 1975
Chapter 148's Pietenpol . . . by Dale Wolford.......................36
MAY 1977
68 Duplicate Sawing... by John W. Grega
NOVEMBER 1980
38 Ford Fiesta Powered Pietenpol . .. by Jack Cox
MARCH 1981
44 The Pietenpol Aerial... by Chad Wille
SEPTEMBER 1982
58 Imagineering a Pietenpol for the 80's?. . . by Al Baekstrom
FEBRUARY 1985
42 Sky Gypsy/Frank S. Pavliga
MARCH 1987
48 England's First Pietenpol Air Camper/F. A Hawke
FEBUARY 1989
16 Howard Henderson's Model A Ford Powered Pietenpol/Grant E. MacLaren
APRIL 1990
45 A Round Engine Pietenpol!/Jack Cox
JANUARY 1991
25 Ol '12937 - The "Granddaddy" Pietenpol Air Camper/Norm Petersen
February 1998
30 The Pietenpol Sky Scout - Chad Wille
EAA EXPERIMENTER (Dec. 86 - Dec. 98)
AUGUST 1991
page twenty-something: Don Higgs' Pietenpol by Robert N. Gilbert
FEBRUARY 1994
6 A Little AirCamper Replica Named RagWing by Roger Mann
MARCH 1996
A Corvair-Powered Nieuport 26
Solving the challenges of an unusual engine installation-by Rich Dietrich
MAY 1996
Pietenpol NX1 7WR 25
A tried and true homebuilders favorite-by Bill Rewey
Febuary 1998
Rick Crosslin's GN-1 ....................................... 23
An affordable plane anyone can build - by Mary Jones
KITPLANES (Jan. 85 - Dec. 98)
FEBRUARY, 1985
76 BIPED FOR FUN!
Pietenpol's Air Camper is a people-
pleaser that proves low-and-slow can
be beautiful; by Owen B. Deaver.
February 1987
EAA Museum Pieces (Pietenpol Air Camper), p.56
November 1987
Braking a Pietenpol, p. 46
May 1989
Flying an Air Camper (Pietenpol), p. 31
July 1992
Pietenpol Air Camper (Cover)
Check Out This Pietenpol, p. 12.
August 1997
Pietenpols Forever? p. 42
Who Was Bernie Pietenpol? p. 50
Message 8
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Subject: | Updated 'Infomation List' |
--> Pietenpol-List message posted by: Rcaprd@aol.com
I've added all the suggestions, and here is the updated 'Information List.'
I'm posting it again, to give everyone one more chance to add something to it.
Speak now, or forever hold your peace !! I'll then send the 'Information
List' to everyone that I have an e-mail for (builders and flyers), and they can
copy / paste to a return e-mail, fill in all the blanks as much as they can,
and send it to me, or to the list. I'll also bring a dozen blank copies (is
that enough blanks?) to Brodhead for anyone else that I missed. This should
give us a pretty good data base, in a common format, on the specific construction
of our fleet of Pietenpols out there. Thanks to all who participate !!
Chuck Gantzer
NX770CG
I flew the past four days in a row (about a half hour after work), and it's
the middle of January !! Yesterday, I took my buddy's wife up for a ride, and
she absolutely loved it !! Today at work, he said she talked about it all
evening...she called her friends, her mom, and his mom to tell 'em about it !!
Too Cool !!
Here is the updated 'Information List':
Aircraft Information:
N Number -
Name -
Type -
Short / Long fuse -
Empty Weight - lbs.
Gross Weight - lbs.
Engine -
Prop - X
Empty CG aft of Lead Edge - "
Weight of Primary Pilot - lbs.
Max Pax Weight - lbs
Inches wing tilted back - "
Cabane strut length - "
Cowling Material -
Covering -
Paint Process -
Wheels -
Tires -
Brakes -
Tailwheel -
Bunji Chord / Springs -
Seat Belt Harness -
Survival Tools -
Adhesives used:
Ribs -
Wing -
Fuse -
Fuel Capacity:
Range - hrs.
Wing Tank - gal.
Material -
Cowl Tank - gal.
Material -
Alterations :
Fuselage Width - "
Wingspan - ' "
Engine Mount Length - "
Fuselage Front Extension -
Landing Gear Position - "
Other -
Wood type in various locations:
Ribs -
Rib Gussets -
Spar Size - X
Spar Material -
Longerons -
Longeron Gussets -
Other -
Steel type in various locations:
Cabane Struts -
Lift Struts -
Landing Gear -
Engine Mount Fittings -
Fuselage Fittings -
Firewall -
Other -
Airspeeds:
Vr (rotation)
Vx (best angle) -
Vy (best rate) -
Vne (never exceed) -
Vs1 (stall) -
Date first airplane noises / /
Date of the first flight / /
Address -
e-mail -
web site -
builder(s)-
Message 9
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Subject: | vi kapler hinges |
Anyone have a photo or some info on Vi Kaplers hinges? Is he selling / making
them? How can I reach him? I'm working on the tail section over the winter and
I'll soon be ready for some hinges to put it all together.
Tom Brant
Brooklyn Park, MN
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