---------------------------------------------------------- Pietenpol-List Digest Archive --- Total Messages Posted Sat 09/25/04: 24 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 06:16 AM - Re: Starting the Model A (Larry Nelson) 2. 06:31 AM - Re: ELT Requirement (BARNSTMR@aol.com) 3. 07:05 AM - Re: Propellars (Greg Bacon) 4. 07:09 AM - Re: ELT Requirement (cgalley) 5. 07:30 AM - Re: Propellars (DJ Vegh) 6. 07:56 AM - Al Schubert, Al Kelch... (TBYH@aol.com) 7. 08:31 AM - Re: ELT Requirement (BARNSTMR@aol.com) 8. 08:38 AM - ELT rule (BARNSTMR@aol.com) 9. 08:50 AM - Re: Al Schubert, Al Kelch... (BARNSTMR@aol.com) 10. 08:56 AM - Re: ELT Requirement (cgalley) 11. 08:58 AM - Re: ELT rule (cgalley) 12. 09:03 AM - Re: ELT Requirement (BARNSTMR@aol.com) 13. 09:10 AM - Re: ELT rule (BARNSTMR@aol.com) 14. 01:11 PM - Re: Propellars (Alex Sloan) 15. 02:55 PM - Re: Al Schubert, Al Kelch... (John McNarry) 16. 04:59 PM - Re: Al Schubert, Al Kelch... (Graham Hansen) 17. 05:13 PM - IFR in a Pietenpol (Rcaprd@aol.com) 18. 05:29 PM - Re: Propellars (javcr@prodigy.net.mx) 19. 05:46 PM - Re: Propellars (javcr@prodigy.net.mx) 20. 06:46 PM - Re: ELT Requirement (Richard Navratil) 21. 07:18 PM - flying (Richard Navratil) 22. 08:02 PM - Re: Starting the Model A (Waytogopiet@aol.com) 23. 08:33 PM - Re: Starting the Model A (Galen Hutcheson) 24. 08:37 PM - Pietenpol-List Digest: ELT Requirement (Edwin Johnson) ________________________________ Message 1 _____________________________________ Time: 06:16:26 AM PST US From: Larry Nelson Subject: Re: Pietenpol-List: Starting the Model A --> Pietenpol-List message posted by: Larry Nelson I did an archive search on the Model A, hoping to find the more clues on propping of same. The small shot of ether worked for us (in the heat muff). I am going to try a spray bottle of fuel next time. This always worked for starting my other engines. (Just a squirt.) I will try the fuel control idea. --- Galen Hutcheson wrote: > --> Pietenpol-List message posted by: Galen > Hutcheson > > I don't know if this will help or not since I have > never had much to do with Model A engines before, > but > I have had a lot of experience with Kinner radials > which too are low compression engines. In fact, I > think that the Kinner and Model A have a lot in > common. The Kinners were hard to start sometimes. > What worked (as well as did the ether) was to pour > about a table spoon full of gasoline into the top > cylinder (or better top three cylinders) then pull > the > prop through three or four times before turning on > the > mags. I was using plain old 87 octane auto fuel > with > Marvel Mystery Oil mixed in. Does anyone with Model > A > Piets use Mystery Oil in their gas? It sure extends > the TBO of old radials. The low compression of the > engines (especially on colder days) doesn't pull the > fuel up into the cylinders very well. When the > rings > heat up and expand, they do a better job of pulling > the fuel up. I have been known to apply a butane > torch to the cylinders on cold days to heat up the > rings to make them start better. Doc > > > > __________________________________ > > > > > > Contributions > any other > Forums. > > http://www.matronics.com/chat > > http://www.matronics.com/subscription > http://www.matronics.com/FAQ/Pietenpol-List.htm > http://www.matronics.com/archives > http://www.matronics.com/photoshare > http://www.matronics.com/emaillists > > > > > > ===== Larry Nelson Springfield, MO Beechcraft Bonanza V-35B N2980A Pietenpol Air Camper N444MH 1963 GMC 4106-1618 SV/ Spirit of America ARS WB0JOT __________________________________ ________________________________ Message 2 _____________________________________ Time: 06:31:02 AM PST US From: BARNSTMR@aol.com Subject: Re: Pietenpol-List: ELT Requirement The ELT is not required to pass an annual inspection under FAR part 45. It is required for operating an aircraft more than 50 miles from home base under Part 91. In other words.... its not the mechanic or inspector's responsibility to ensure it is installed and operational. It is the PILOT'S responsibility. Terry B. ________________________________ Message 3 _____________________________________ Time: 07:05:26 AM PST US From: Greg Bacon Subject: Re: Pietenpol-List: Propellars <035101c4a2ae$15627600$9043040a@Notebook1> <007201c4a2b4$2223efd0$0100a8c0@Desktop> --> Pietenpol-List message posted by: Greg Bacon DJ, How did you arrive at the 66X29 solution? Greg Bacon Missouri ----- Original Message ----- From: "DJ Vegh" Subject: Re: Pietenpol-List: Propellars > --> Pietenpol-List message posted by: "DJ Vegh" > > I'm using a 66x29. If I was to do it over I'd go with a 64X32 but I'm sure > my 66x29 will suffice... my engine is a '65 110 with OT-10 cam. > > DJ > > ----- Original Message ----- > From: "Greg Bacon" > To: > Sent: Friday, September 24, 2004 8:16 PM > Subject: Re: Pietenpol-List: Propellars > > > > --> Pietenpol-List message posted by: Greg Bacon > > > > Alex, > > > > You may want to check on this, but I think Bernie's Corvair was a 70HP. > > Your 95HP engine might perform a little better with more pitch. William > > Wynne will know. www.flycorvair.com > > > > Greg Bacon > > Missouri > > > > > > > > ----- Original Message ----- > > From: "Alex Sloan" > > To: > > Sent: Friday, September 24, 2004 8:00 PM > > Subject: RE: Pietenpol-List: Propellars > > > > > > > --> Pietenpol-List message posted by: Alex Sloan > > > > > > Thanks Peter, > > > That is what I needed to know. > > > Alex Sloan > > > > > > -----Original Message----- > > > From: Peter W Johnson [SMTP:vk3eka@bigpond.net.au] > > > Sent: Friday, September 24, 2004 6:46 PM > > > To: pietenpol-list@matronics.com > > > Subject: RE: Pietenpol-List: Propellars > > > > > > --> Pietenpol-List message posted by: "Peter W Johnson" > > > > > > > > Alex, > > > > > > According to "How I Make Wood Propellers" by Al Schubert, the prop was > 63 > > > inch diameter by 35 inch pitch at the tips. Al made two props for > Bernie's > > > Corvair powered Piet. > > > > > > Cheers > > > > > > Peter > > > Wonthaggi, Australia > > > http://www.cpc-world.com > > > > > > > > > -----Original Message----- > > > From: owner-pietenpol-list-server@matronics.com > > > [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Alex > Sloan > > > Sent: Saturday, September 25, 2004 10:26 AM > > > To: 'Pietenpol-list@matronics.com' > > > Subject: Pietenpol-List: Propellars > > > > > > --> Pietenpol-List message posted by: Alex Sloan > > > > > > Friends, > > > I am ready to mount my 95 H.P. Corvair engine on the test stand I built > to > > > Pat Panzera's specs. Question is, what size and pitch prop is > > recommended. > > > I cannot find what prop Mr. Pietenpol used on his Corvair powered > > > Pietenpol. I recall reading he wished he had a different pitch. Does > > > anyone recall what he used? Any suggestions would be appreciated. > > > Thanks for the assistance. > > > Alex Sloan > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________ Message 4 _____________________________________ Time: 07:09:21 AM PST US From: "cgalley" Subject: Re: Pietenpol-List: ELT Requirement Part 45 - Identification and registration marking??? What does this have to do with annuals? Part 43 does. sections i and j covers ELT inspection fairly well. ----- Original Message ----- From: BARNSTMR@aol.com To: pietenpol-list@matronics.com Sent: Saturday, September 25, 2004 8:30 AM Subject: Re: Pietenpol-List: ELT Requirement The ELT is not required to pass an annual inspection under FAR part 45. It is required for operating an aircraft more than 50 miles from home base under Part 91. In other words.... its not the mechanic or inspector's responsibility to ensure it is installed and operational. It is the PILOT'S responsibility. Terry B. ________________________________ Message 5 _____________________________________ Time: 07:30:21 AM PST US From: "DJ Vegh" Subject: Re: Pietenpol-List: Propellars --> Pietenpol-List message posted by: "DJ Vegh" no particular reason really..... I saw a couple Piets on William Wynne's website that used that size, and the guy who made my prop also thought it would be a good size. I had my prop made by Tennessee Propellers. Since then I've fond that most Corvair powered Piets seem to go with a slightly smaller diameter and more pitch. I have plenty of static thrust, but I'm a little bit concerned if it'll produce good thrust once the plane is moving. I'm pretty sure it'll be ok and I'll certainly have awesome climb performance which is always good in my book. My dad is giong to use a Tennessee Propellers 64X32 or 62X34 on his 'Var powered Celebrity. He'll be buying his prop before I fly my Aircamper so I'll be able to try both sizes. DJ ----- Original Message ----- From: "Greg Bacon" Subject: Re: Pietenpol-List: Propellars > --> Pietenpol-List message posted by: Greg Bacon > > DJ, > > How did you arrive at the 66X29 solution? > > Greg Bacon > Missouri > > > ----- Original Message ----- > From: "DJ Vegh" > To: > Sent: Friday, September 24, 2004 11:00 PM > Subject: Re: Pietenpol-List: Propellars > > > > --> Pietenpol-List message posted by: "DJ Vegh" > > > > I'm using a 66x29. If I was to do it over I'd go with a 64X32 but I'm > sure > > my 66x29 will suffice... my engine is a '65 110 with OT-10 cam. > > > > DJ > > > > ----- Original Message ----- > > From: "Greg Bacon" > > To: > > Sent: Friday, September 24, 2004 8:16 PM > > Subject: Re: Pietenpol-List: Propellars > > > > > > > --> Pietenpol-List message posted by: Greg Bacon > > > > > > Alex, > > > > > > You may want to check on this, but I think Bernie's Corvair was a 70HP. > > > Your 95HP engine might perform a little better with more pitch. William > > > Wynne will know. www.flycorvair.com > > > > > > Greg Bacon > > > Missouri > > > > > > > > > > > > ----- Original Message ----- > > > From: "Alex Sloan" > > > To: > > > Sent: Friday, September 24, 2004 8:00 PM > > > Subject: RE: Pietenpol-List: Propellars > > > > > > > > > > --> Pietenpol-List message posted by: Alex Sloan > > > > > > > > Thanks Peter, > > > > That is what I needed to know. > > > > Alex Sloan > > > > > > > > -----Original Message----- > > > > From: Peter W Johnson [SMTP:vk3eka@bigpond.net.au] > > > > Sent: Friday, September 24, 2004 6:46 PM > > > > To: pietenpol-list@matronics.com > > > > Subject: RE: Pietenpol-List: Propellars > > > > > > > > --> Pietenpol-List message posted by: "Peter W Johnson" > > > > > > > > > > > Alex, > > > > > > > > According to "How I Make Wood Propellers" by Al Schubert, the prop was > > 63 > > > > inch diameter by 35 inch pitch at the tips. Al made two props for > > Bernie's > > > > Corvair powered Piet. > > > > > > > > Cheers > > > > > > > > Peter > > > > Wonthaggi, Australia > > > > http://www.cpc-world.com > > > > > > > > > > > > -----Original Message----- > > > > From: owner-pietenpol-list-server@matronics.com > > > > [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Alex > > Sloan > > > > Sent: Saturday, September 25, 2004 10:26 AM > > > > To: 'Pietenpol-list@matronics.com' > > > > Subject: Pietenpol-List: Propellars > > > > > > > > --> Pietenpol-List message posted by: Alex Sloan > > > > > > > > Friends, > > > > I am ready to mount my 95 H.P. Corvair engine on the test stand I > built > > to > > > > Pat Panzera's specs. Question is, what size and pitch prop is > > > recommended. > > > > I cannot find what prop Mr. Pietenpol used on his Corvair powered > > > > Pietenpol. I recall reading he wished he had a different pitch. Does > > > > anyone recall what he used? Any suggestions would be appreciated. > > > > Thanks for the assistance. > > > > Alex Sloan > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________ Message 6 _____________________________________ Time: 07:56:24 AM PST US From: TBYH@aol.com Subject: Pietenpol-List: Al Schubert, Al Kelch... I was pleased to see Alvin Schubert's name mentioned in reference to propeller carving and his book "How I Carve Propellers." Some of you my know that Alvin passed a few years ago. Following is a piece that I wrote shortly after Alvins passing for the Galesville Republican newspaper. At the time I was considering building a Volksplane, but once again, I came back to the Pietenpol instead. In fact, at Alvin's estate sale, I purchased the Pietenpol plans that Alvin had purchased back in 1968. Anyway, here's my tribute to Alvin... I should also mention that Al Kelch, who kept his magnificent collection of antique airplanes at Brodhead, passed away this last week on Sept. 21. See EAA's latest "Hotline." Last Flight: Alvin Schubert Remembered By Frederick Beseler, La Crosse, WI We lost a good friend when Alvin Schubert, rural Trempealeau, (Wis.) passed away on March 9th, 2002, at 85 years of age. Alvin grew up during aviation's Golden Age when pioneers like Lindbergh, Byrd, Hughes, Post, Doolittle, Earhart, Cochrane and Wittman blazed new trails across the sky=E2=80=94faster, farther and higher. "Pushing the envelope," as the test pilots say. They inspired a whole generation of kids like Alvin to get into aviation. Alvin was born in Genoa, Wisconsin, in 1916. His family later settled on the farm near Trempealeau where Alvin lived his entire life. I first encountered Alvin when I was a kid, growing up in Trempealeau. I was always building gas-powered model planes=E2=80=94control-line planes that go around in circles on the end of 40-foot long strings. My buddy, Claus Ryder, and I flew the planes in the small field below my parent's house on West Second Street. Around 1970 or so I decided to try free-flight modeling and so I built a balsa wood model of a Piper Cub that was powered by a little gas engine. Unlike control line models, free flight model planes require a large, treeless field from which to fly. One hot summer I pedaled my bicycle out of Trempealeau towards Centerville until finally I found a nice big, wide-open field just perfect for flying a free flight model plane. With a free flight model you set the rudder for a right turn, gas it up, start the engine and let her go. If successful, the airplane spirals upwards, circling left due to the propeller torque. Once the engine runs out of fuel=20and quits, it should glide slowly down, turning right in response to the bend in the rudder. Technicalities aside, you mostly pray that the model and all your hard work and the then expensive-for-a-kid $5.98 gas engine, doesn't simply=20fly straight away to the next county, never to be found. There was no danger of=20my Cub flying over the rainbow on that day. She took off and climbed away okay, but once the engine quit the model went into a nasty, ever-tightening spiral and bored straight down into the soft farm field. Test pilots call it "auguring in." While cleaning the dirt from the engine I noticed a farmer coming across the field, heading straight for me. No doubt it was the owner of the land that I was using for a flying field. I began packing up my tools, ignition battery=20and fuel as I was certain that he would chase me out of his fields. "Nice day for flying, isn't it?" he asked. "I believe that you need to bend the right aileron down just a little bit, and maybe bend the elevator up just a little_then she should fly pretty well!" I was amazed and astonished. First, he hadn't told me to get the heck off his land. Second, he spoke "airplane." But then I thought, "Who is this old farmer in the baggy coveralls, and how on earth would he know anything about flying and aerodynamics?" Appearances are deceiving. I soon learned that Alvin Schubert knew more about airplanes and aerodynamics than anyone else I ever knew. He was Valedictorian of the Class of 1938 at Galesville High School and he was forever and always tinkering with mechanical gadgets and engines. For example, Alvin had built=20a couple of tractors and then a working electrical generator for the family farm long before the power company came along. (Over the years I often wondered what this latter day Wright Brother would have accomplished had he gone on to college.) We got the model Cub fixed up and flying. He thoroughly enjoyed watching that little model fly. Standing there with his hands in the pockets of his bib coveralls, looking skyward as the tiny yellow plane floated upwards, Alvin said, "Well, you know, a model airplane obeys the same laws of flight that a full size airplane does." Alvin admitted that he had "monkeyed around with airplanes a little, now and then." He had done more than "monkey around." Alvin knew about flying and aerodynamics and how to build an airplane just as surely as William Boeing and Donald Douglas knew how to build airplanes. We walked over to one of his farm sheds. Alvin rolled the old weathered barn door open. Lo and behold, nestled among the straw bales was a real airplane! It was a trim little single-seat, all-silver plane that Alvin had designed and then built with his own two hands. It had a 21-foot wingspan and was powered by an early 36-horsepower Volkswagen engine, which was about the only thing on it that Alvin hadn't built from scratch. Even the propeller was designed and carved by Alvin. "I call her Der Fledermaus. Just step up right there, swing your leg into the cockpit and then you can sit in her," said Alvin. I asked if it actually flew. Alvin replied, "Well...yep...she flies pretty well...cruises along pretty fast on 36 horsepower. Well...I'm going to carve a new propeller with a little finer pitch to give her a little more zip on takeoff. Let's start her up." Before I could jump out, Alvin gave the propeller a couple flips and away she went, the little four-cylinder VW engine barking away through the stubby exhaust stacks. The wind from the propeller blew our hair. Alvin`s eyes sparkled. I was sitting at the controls of a real, running airplane! No disrespect to Der Fledermaus, but I recall looking through the Plexiglas windscreen and for a moment imagining that I was sitting in a World War II Spitfire or P-47 Thunderbolt. And then I remember thinking that I'd have to keep the whole experience a secret as I knew that my parents wouldn't care for the idea of their kid at the controls of a real, running airplane=E2=80=94much less a homemade airplane! That little plane truly was, and is, an engineering marvel. With only three times the horsepower of the Wright Brothers` plane, Alvin's plane is capable of cruising at nearly 100 miles per hour. I told Alvin that I had lived in Trempealeau nearly all my life and never knew that he had an airplane and a grass runway just outside of town. He said, laughing, "Well...I don't like much publicity. When people hear that you built your own airplane, well...some folks think you're some kind of a crazy fool!" Even as a kid, I empathized with Alvin. I understood. Many people thought I was kind of goofy the way I was always building and flying model airplanes (30 years later I still build model planes on occasion!). To me Alvin seemed like just another big kid fooling around with airplanes=E2=80=94the only difference was the horsepower, wingspan and payload. What a wonderful August afternoon out at Alvin's flying field, 32 years ago. The sun was hot and the summer air smelled of fresh-cut hay=E2=80=94and the possibility of flight! I got my pilot's license several years later in a 150-horsepower Piper Super Cub. On weekends I'd hop around to various fly-in pancake breakfasts, or over to The Big Show: the Experimental Aircraft Association's (EAA) Fly-In and Convention held at Oshkosh each August. At all of these fly-ins and at Oshkosh, in the midst of some of the world`s greatest designers, pilots and airplanes, Alvin held court, talking about his airplane and propellers. I've been away from airplanes for a few years, and I hadn't seen Alvin in many years. But recently I've been drawn back to airplanes and flying. Last=20year I purchased a set of plans for the Evans Volksplane_a proven, simple design that I figure even I can build. I also recently acquired a 1600-cc VW Super Beetle engine. With the right propeller I should be able to get a good 50 horsepower or so from it. (I know that my wife loves me because this past Valentines Day she stuck a wad of cash in my hand, gave me a kiss and said, "Happy Valentines Day! Go get that engine for your airplane!") I once thought about building a second Fledermaus, if only Alvin had made a set of plans. Ironically, on Saturday, March 9th, the very day that Alvin passed from this life=E2=80=94"Gone West" as World War I aviators would say=E2=80=94I was visiting a fellow over near Winona (Minn.) who is nearly ready to fly his homebuilt plane. It's a real Cadillac for a homebuilt. With a 160-horsepower Lycoming engine it will cruise at nearly 170 miles per hour. Like any bunch of pilots standing around talking about airplanes, our conversation got around to the=20subject of propellers and then, of course, to Alvin Schubert. And so we talked about Alvin and his self-taught skills as a propeller maker and airplane builder. I said, "Yep, I'll have to get over to see Alvin one of these days and ask him what propeller he recommends for a Volksplane=E2=80=94maybe he'd even carve a prop for me." On Monday morning, March 11, I saw the notice of Alvin's passing in the newspaper. I suspect that had I contacted Alvin several months ago, he would have recommended just the right propeller diameter and pitch, with a little finer pitch for more zip on those warm summer day takeoffs. More likely, Alvin would have taken the time to teach me how to figure out for myself the correct diameter and pitch for a given RPM, horsepower and airspeed. And then he would have taught me how to carve that propeller. Alvin was firm believer in self-reliance. Building and flying your own airplane is perhaps the ultimate expression of self-reliance. As far as I know, Alvin never lived anywhere but on his farm. Some might even say that he never really got out and experienced life. I disagree. Here on the ground what we do with our life is, for the most part, up to us. We can=20even drift along day to day with few serious consequences. But up there, how well you built your plane, how well you fly it, and the decisions you make, totally determine whether it's a successful flight or a disaster. Up there, life itself is in one's own hands. Richard Bach once wrote, "Why do we fly? We fly to know what it is to be alive!" Some say that Alvin never kept real close track of how many total flying hours he had accumulated flying Der Fledermaus and that he only kept track of how many takeoffs and landings they had made. I don't know if that's true, but it's just like Alvin. What difference does it make how many hours are spent=20aloft when what's important is whether you got off the ground in the first place, and even more critically, whether you were able to successfully land once again? Forever more, Alvin has now logged one more take-off than landing. I'm sure that he's out at some little flying field where the grass is always green, the sky is perpetually blue with "severe clear" visibility, and there's a light breeze that never varies from straight down the runway=E2=80=94always a perfect day for flying. I`d also bet that Alvin's probably got St. Peter and a squadron of angels cornered over at the hangar teaching them all a thing or two that even they didn't know about flying and aerodynamics. Maybe even how to carve a propeller. Happy landings, Alvin! ### ________________________________ Message 7 _____________________________________ Time: 08:31:06 AM PST US From: BARNSTMR@aol.com Subject: Re: Pietenpol-List: ELT Requirement oops.... I meant part 43. And if installed, the inspector should include it in the annual inspection. But the installation is not required under part 43, so its not the inspectors responsibility to check for it. (i) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the radio group: (1) Radio and electronic equipment=E2=80=94for improper installation and insecure mounting. (2) Wiring and conduits=E2=80=94for improper routing, insecure mounting, and obvious defects. (3) Bonding and shielding=E2=80=94for improper installation and poor condition.=20(4) Antenna including trailing antenna=E2=80=94for poor condition, insecure mounting, and improper operation. (j) Each person performing an annual or 100-hour inspection shall inspect (where applicable) each installed miscellaneous item that is not otherwise covered by this listing for improper installation and improper operation. The requirement to ensure an ELT is on board and operational is the responsibility of the pilot under part 41. ________________________________ Message 8 _____________________________________ Time: 08:38:08 AM PST US From: BARNSTMR@aol.com Subject: Pietenpol-List: ELT rule SGVyZXMgdGhlIHJ1bGUgb24gRUxUcyB1bmRlciBQYXJ0IDkxLiAgUGlsb3QncyByZXNwb25z aWJpbGl0eS4KCsKnIDkxLjIwNyAgIEVtZXJnZW5jeSBsb2NhdG9yIHRyYW5zbWl0dGVycy4g CihhKSBFeGNlcHQgYXMgcHJvdmlkZWQgaW4gcGFyYWdyYXBocyAoZSkgYW5kIChmKSBvZiB0 aGlzIHNlY3Rpb24sIG5vIHBlcnNvbiAKbWF5IG9wZXJhdGUgYSBVLlMuLXJlZ2lzdGVyZWQg Y2l2aWwgYWlycGxhbmUgdW5sZXNz4oCUCigxKSBUaGVyZSBpcyBhdHRhY2hlZCB0byB0aGUg YWlycGxhbmUgYW4gYXBwcm92ZWQgYXV0b21hdGljIHR5cGUgZW1lcmdlbmN5IApsb2NhdG9y IHRyYW5zbWl0dGVyIHRoYXQgaXMgaW4gb3BlcmFibGUgY29uZGl0aW9uIGZvciB0aGUgZm9s bG93aW5nIG9wZXJhdGlvbnMsIApleGNlcHQgdGhhdCBhZnRlciBKdW5lIDIxLCAxOTk1LCBh biBlbWVyZ2VuY3kgbG9jYXRvciB0cmFuc21pdHRlciB0aGF0IG1lZXRzIAp0aGUgcmVxdWly 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cyAKaW5pdGlhbGx5IHJlbW92ZWQgZnJvbSB0aGUgYWlyY3JhZnQ7IGFuZAooMTEpIE9uIGFu ZCBhZnRlciBKYW51YXJ5IDEsIDIwMDQsIGFpcmNyYWZ0IHdpdGggYSBtYXhpbXVtIHBheWxv YWQgY2FwYWNpdHkgCm9mIG1vcmUgdGhhbiAxOCwwMDAgcG91bmRzIHdoZW4gdXNlZCBpbiBh aXIgdHJhbnNwb3J0YXRpb24uIAoKW0RvYy4gTm8uIDE4MzM0LCA1NCBGUiAzNDMwNCwgQXVn LiAxOCwgMTk4OSwgYXMgYW1lbmRlZCBieSBBbWR0LiA5MeKAkzI0MiwgNTkgCkZSIDMyMDU3 LCBKdW5lIDIxLCAxOTk0OyA1OSBGUiAzNDU3OCwgSnVseSA2LCAxOTk0OyBBbWR0LiA5MeKA kzI2NSwgNjUgRlIgODEzMTksIApEZWMuIDIyLCAyMDAwOyA2NiBGUiAxNjMxNiwgTWFyLiAy MywgMjAwMV0gCgogICAgCgo= ________________________________ Message 9 _____________________________________ Time: 08:50:23 AM PST US From: BARNSTMR@aol.com Subject: Re: Pietenpol-List: Al Schubert, Al Kelch... Frederick, Wow....thanks for sharing this with our group. Alvin must have been a joy of a person to spend time around. I only hope someday someone looks back at my life with half as much respect. GOOD STUFF. TLB ________________________________ Message 10 ____________________________________ Time: 08:56:06 AM PST US From: "cgalley" Subject: Re: Pietenpol-List: ELT Requirement Funny My IA not will not approve plane's return to flight status without one which must have an indate battery installed. ----- Original Message ----- From: BARNSTMR@aol.com To: pietenpol-list@matronics.com Sent: Saturday, September 25, 2004 10:30 AM Subject: Re: Pietenpol-List: ELT Requirement oops.... I meant part 43. And if installed, the inspector should include it in the annual inspection. But the installation is not required under part 43, so its not the inspectors responsibility to check for it. (i) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the radio group: (1) Radio and electronic equipment=E2=80=94for improper installation and insecure mounting. (2) Wiring and conduits=E2=80=94for improper routing, insecure mounting, and obvious defects. (3) Bonding and shielding=E2=80=94for improper installation and poor condition. (4) Antenna including trailing antenna=E2=80=94for poor condition, insecure mounting, and improper operation. (j) Each person performing an annual or 100-hour inspection shall inspect (where applicable) each installed miscellaneous item that is not otherwise covered by this listing for improper installation and improper operation. The requirement to ensure an ELT is on board and operational is the responsibility of the pilot under part 41. ________________________________ Message 11 ____________________________________ Time: 08:58:50 AM PST US From: "cgalley" Subject: Re: Pietenpol-List: ELT rule Since says inspected, My IA says it is his responsibility. (d) Each emergency locator transmitter required by paragraph (a) of this section must be inspected within 12 calendar months after the last inspection for -- (1) Proper installation; (2) Battery corrosion; (3) Operation of the controls and crash sensor; and (4) The presence of a sufficient signal radiated from its antenna. ----- Original Message ----- From: BARNSTMR@aol.com To: pietenpol-list@matronics.com Sent: Saturday, September 25, 2004 10:37 AM Subject: Pietenpol-List: ELT rule Heres the rule on ELTs under Part 91. Pilot's responsibility. =C2=A7 91.207 Emergency locator transmitters. (a) Except as provided in paragraphs (e) and (f) of this section, no person may operate a U.S.-registered civil airplane unless=E2=80=94 (1) There is attached to the airplane an approved automatic type emergency locator transmitter that is in operable condition for the following operations, except that after June 21, 1995, an emergency locator transmitter that meets the requirements of TSO-C91 may not be used for new installations: (i) Those operations governed by the supplemental air carrier and commercial operator rules of parts 121 and 125; (ii) Charter flights governed by the domestic and flag air carrier rules of part 121 of this chapter; and (iii) Operations governed by part 135 of this chapter; or (2) For operations other than those specified in paragraph (a)(1) of this section, there must be attached to the airplane an approved personal type or an approved automatic type emergency locator transmitter that is in operable condition, except that after June 21, 1995, an emergency locator transmitter that meets the requirements of TSO-C91 may not be used for new installations. (b) Each emergency locator transmitter required by paragraph (a) of this section must be attached to the airplane in such a manner that the probability of damage to the transmitter in the event of crash impact is minimized. Fixed and deployable automatic type transmitters must be attached to the airplane as far aft as practicable. (c) Batteries used in the emergency locator transmitters required by paragraphs (a) and (b) of this section must be replaced (or recharged, if the batteries are rechargeable)=E2=80=94 (1) When the transmitter has been in use for more than 1 cumulative hour; or (2) When 50 percent of their useful life (or, for rechargeable batteries, 50 percent of their useful life of charge) has expired, as established by the transmitter manufacturer under its approval. The new expiration date for replacing (or recharging) the battery must be legibly marked on the outside of the transmitter and entered in the aircraft maintenance record. Paragraph (c)(2) of this section does not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals. (d) Each emergency locator transmitter required by paragraph (a) of this section must be inspected within 12 calendar months after the last inspection for=E2=80=94 (1) Proper installation; (2) Battery corrosion; (3) Operation of the controls and crash sensor; and (4) The presence of a sufficient signal radiated from its antenna. (e) Notwithstanding paragraph (a) of this section, a person may=E2=80=94 (1) Ferry a newly acquired airplane from the place where possession of it was taken to a place where the emergency locator transmitter is to be installed; and (2) Ferry an airplane with an inoperative emergency locator transmitter from a place where repairs or replacements cannot be made to a place where they can be made. No person other than required crewmembers may be carried aboard an airplane being ferried under paragraph (e) of this section. (f) Paragraph (a) of this section does not apply to=E2=80=94 (1) Before January 1, 2004, turbojet-powered aircraft; (2) Aircraft while engaged in scheduled flights by scheduled air carriers; (3) Aircraft while engaged in training operations conducted entirely within a 50-nautical mile radius of the airport from which such local flight operations began; (4) Aircraft while engaged in flight operations incident to design and testing; (5) New aircraft while engaged in flight operations incident to their manufacture, preparation, and delivery; (6) Aircraft while engaged in flight operations incident to the aerial application of chemicals and other substances for agricultural purposes; (7) Aircraft certificated by the Administrator for research and development purposes; (8) Aircraft while used for showing compliance with regulations, crew training, exhibition, air racing, or market surveys; (9) Aircraft equipped to carry not more than one person. (10) An aircraft during any period for which the transmitter has been temporarily removed for inspection, repair, modification, or replacement, subject to the following: (i) No person may operate the aircraft unless the aircraft records contain an entry which includes the date of initial removal, the make, model, serial number, and reason for removing the transmitter, and a placard located in view of the pilot to show =E2=80=9CELT not installed.=E2=80=9D (ii) No person may operate the aircraft more than 90 days after the ELT is initially removed from the aircraft; and (11) On and after January 1, 2004, aircraft with a maximum payload capacity of more than 18,000 pounds when used in air transportation. [Doc. No. 18334, 54 FR 34304, Aug. 18, 1989, as amended by Amdt. 91=E2=80=93242, 59 FR 32057, June 21, 1994; 59 FR 34578, July 6, 1994; Amdt. 91=E2=80=93265, 65 FR 81319, Dec. 22, 2000; 66 FR 16316, Mar. 23, 2001] ________________________________ Message 12 ____________________________________ Time: 09:03:27 AM PST US From: BARNSTMR@aol.com Subject: Re: Pietenpol-List: ELT Requirement As I read the regs, an inspector shouldn't withold signature for an annual inspection because of a lack of ELT. Its not his responsibility. If one is there, he should inspect it to make sure the installation is proper and doesn't interfere with operation of other installed equipment. But he cannot get written up for any violation for returning an aircraft to service without an ELT. On the other hand, the pilot could get written up for operating an airplane without an ELT as required under Part 91. ________________________________ Message 13 ____________________________________ Time: 09:10:50 AM PST US From: BARNSTMR@aol.com Subject: Re: Pietenpol-List: ELT rule > =C2=A7 91.207 Emergency locator transmitters. > (a) Except as provided in paragraphs (e) and (f) of this section, no person > may operate a U.S.-registered civil airplane unless=E2=80=94 Part 91 rules do not apply to the inspector. It applies to persons operating the airplane. Who will be violating the regulation for operating without an ELT? Who will be violating the regulation if one is not installed? Who will be violating the regulation if it is not inspected? The Pilot. The pilot should do the inspection, check it for proper operation and proper distress signal, etc... And the Pilot should make the log entry that it was done. =C2=A7 91.1 Applicability. (a) Except as provided in paragraphs (b) and (c) of this section and =C2=A7=C2=A791.701 and 91.703, this part prescribes rules governing the operation of aircraft (other than moored balloons, kites, unmanned rockets, and unmanned free balloons, which are governed by part 101 of this chapter, and ultralight vehicles operated in accordance with part 103 of this chapter) within the United States, including the waters within 3 nautical miles of the U.S. coast. ________________________________ Message 14 ____________________________________ Time: 01:11:17 PM PST US From: Alex Sloan Subject: RE: Pietenpol-List: Propellars --> Pietenpol-List message posted by: Alex Sloan Thanks Greg, I have followed up on your suggestion. Alex -----Original Message----- From: Greg Bacon [SMTP:gbacon67@direcway.com] Sent: Friday, September 24, 2004 9:17 PM Subject: Re: Pietenpol-List: Propellars --> Pietenpol-List message posted by: Greg Bacon Alex, You may want to check on this, but I think Bernie's Corvair was a 70HP. Your 95HP engine might perform a little better with more pitch. William Wynne will know. www.flycorvair.com Greg Bacon Missouri ----- Original Message ----- From: "Alex Sloan" Subject: RE: Pietenpol-List: Propellars > --> Pietenpol-List message posted by: Alex Sloan > > Thanks Peter, > That is what I needed to know. > Alex Sloan > > -----Original Message----- > From: Peter W Johnson [SMTP:vk3eka@bigpond.net.au] > Sent: Friday, September 24, 2004 6:46 PM > To: pietenpol-list@matronics.com > Subject: RE: Pietenpol-List: Propellars > > --> Pietenpol-List message posted by: "Peter W Johnson" > > Alex, > > According to "How I Make Wood Propellers" by Al Schubert, the prop was 63 > inch diameter by 35 inch pitch at the tips. Al made two props for Bernie's > Corvair powered Piet. > > Cheers > > Peter > Wonthaggi, Australia > http://www.cpc-world.com > > > -----Original Message----- > From: owner-pietenpol-list-server@matronics.com > [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Alex Sloan > Sent: Saturday, September 25, 2004 10:26 AM > To: 'Pietenpol-list@matronics.com' > Subject: Pietenpol-List: Propellars > > --> Pietenpol-List message posted by: Alex Sloan > > Friends, > I am ready to mount my 95 H.P. Corvair engine on the test stand I built to > Pat Panzera's specs. Question is, what size and pitch prop is recommended. > I cannot find what prop Mr. Pietenpol used on his Corvair powered > Pietenpol. I recall reading he wished he had a different pitch. Does > anyone recall what he used? Any suggestions would be appreciated. > Thanks for the assistance. > Alex Sloan > > ________________________________ Message 15 ____________________________________ Time: 02:55:07 PM PST US From: "John McNarry" Subject: RE: Pietenpol-List: Al Schubert, Al Kelch... Thank you for sharing Alvin with us. I have been too busy lately to read all of the posts or reply, let alone play with my Piet project. Inspiring stories like this one about Alvin are really good inspiration not to give up to the demands of today's busy world. My regards to you on the list, Thanks, John -----Original Message----- From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of TBYH@aol.com Subject: Pietenpol-List: Al Schubert, Al Kelch... I was pleased to see Alvin Schubert's name mentioned in reference to propeller carving and his book "How I Carve Propellers." Some of you my know that Alvin passed a few years ago. Following is a piece that I wrote shortly after Alvins passing for the Galesville Republican newspaper. At the time I was considering building a Volksplane, but once again, I came back to the Pietenpol instead. In fact, at Alvin's estate sale, I purchased the Pietenpol plans that Alvin had purchased back in 1968. Anyway, here's my tribute to Alvin... I should also mention that Al Kelch, who kept his magnificent collection of antique airplanes at Brodhead, passed away this last week on Sept. 21. See EAA's latest "Hotline." Last Flight: Alvin Schubert Remembered By Frederick Beseler, La Crosse, WI We lost a good friend when Alvin Schubert, rural Trempealeau, (Wis.) passed away on March 9th, 2002, at 85 years of age. Alvin grew up during aviation's Golden Age when pioneers like Lindbergh, Byrd, Hughes, Post, Doolittle, Earhart, Cochrane and Wittman blazed new trails across the sky-faster, farther and higher. "Pushing the envelope," as the test pilots say. They inspired a whole generation of kids like Alvin to get into aviation. Alvin was born in Genoa, Wisconsin, in 1916. His family later settled on the farm near Trempealeau where Alvin lived his entire life. I first encountered Alvin when I was a kid, growing up in Trempealeau. I was always building gas-powered model planes-control-line planes that go around in circles on the end of 40-foot long strings. My buddy, Claus Ryder, and I flew the planes in the small field below my parent's house on West Second Street. Around 1970 or so I decided to try free-flight modeling and so I built a balsa wood model of a Piper Cub that was powered by a little gas engine. Unlike control line models, free flight model planes require a large, treeless field from which to fly. One hot summer I pedaled my bicycle out of Trempealeau towards Centerville until finally I found a nice big, wide-open field just perfect for flying a free flight model plane. With a free flight model you set the rudder for a right turn, gas it up, start the engine and let her go. If successful, the airplane spirals upwards, circling left due to the propeller torque. Once the engine runs out of fuel and quits, it should glide slowly down, turning right in response to the bend in the rudder. Technicalities aside, you mostly pray that the model and all your hard work and the then expensive-for-a-kid $5.98 gas engine, doesn't simply fly straight away to the next county, never to be found. There was no danger of my Cub flying over the rainbow on that day. She took off and climbed away okay, but once the engine quit the model went into a nasty, ever-tightening spiral and bored straight down into the soft farm field. Test pilots call it "auguring in." While cleaning the dirt from the engine I noticed a farmer coming across the field, heading straight for me. No doubt it was the owner of the land that I was using for a flying field. I began packing up my tools, ignition battery and fuel as I was certain that he would chase me out of his fields. "Nice day for flying, isn't it?" he asked. "I believe that you need to bend the right aileron down just a little bit, and maybe bend the elevator up just a little_then she should fly pretty well!" I was amazed and astonished. First, he hadn't told me to get the heck off his land. Second, he spoke "airplane." But then I thought, "Who is this old farmer in the baggy coveralls, and how on earth would he know anything about flying and aerodynamics?" Appearances are deceiving. I soon learned that Alvin Schubert knew more about airplanes and aerodynamics than anyone else I ever knew. He was Valedictorian of the Class of 1938 at Galesville High School and he was forever and always tinkering with mechanical gadgets and engines. For example, Alvin had built a couple of tractors and then a working electrical generator for the family farm long before the power company came along. (Over the years I often wondered what this latter day Wright Brother would have accomplished had he gone on to college.) We got the model Cub fixed up and flying. He thoroughly enjoyed watching that little model fly. Standing there with his hands in the pockets of his bib coveralls, looking skyward as the tiny yellow plane floated upwards, Alvin said, "Well, you know, a model airplane obeys the same laws of flight that a full size airplane does." Alvin admitted that he had "monkeyed around with airplanes a little, now and then." He had done more than "monkey around." Alvin knew about flying and aerodynamics and how to build an airplane just as surely as William Boeing and Donald Douglas knew how to build airplanes. We walked over to one of his farm sheds. Alvin rolled the old weathered barn door open. Lo and behold, nestled among the straw bales was a real airplane! It was a trim little single-seat, all-silver plane that Alvin had designed and then built with his own two hands. It had a 21-foot wingspan and was powered by an early 36-horsepower Volkswagen engine, which was about the only thing on it that Alvin hadn't built from scratch. Even the propeller was designed and carved by Alvin. "I call her Der Fledermaus. Just step up right there, swing your leg into the cockpit and then you can sit in her," said Alvin. I asked if it actually flew. Alvin replied, "Well...yep...she flies pretty well...cruises along pretty fast on 36 horsepower. Well...I'm going to carve a new propeller with a little finer pitch to give her a little more zip on takeoff. Let's start her up." Before I could jump out, Alvin gave the propeller a couple flips and away she went, the little four-cylinder VW engine barking away through the stubby exhaust stacks. The wind from the propeller blew our hair. Alvin`s eyes sparkled. I was sitting at the controls of a real, running airplane! No disrespect to Der Fledermaus, but I recall looking through the Plexiglas windscreen and for a moment imagining that I was sitting in a World War II Spitfire or P-47 Thunderbolt. And then I remember thinking that I'd have to keep the whole experience a secret as I knew that my parents wouldn't care for the idea of their kid at the controls of a real, running airplane-much less a homemade airplane! That little plane truly was, and is, an engineering marvel. With only three times the horsepower of the Wright Brothers` plane, Alvin's plane is capable of cruising at nearly 100 miles per hour. I told Alvin that I had lived in Trempealeau nearly all my life and never knew that he had an airplane and a grass runway just outside of town. He said, laughing, "Well...I don't like much publicity. When people hear that you built your own airplane, well...some folks think you're some kind of a crazy fool!" Even as a kid, I empathized with Alvin. I understood. Many people thought I was kind of goofy the way I was always building and flying model airplanes (30 years later I still build model planes on occasion!). To me Alvin seemed like just another big kid fooling around with airplanes-the only difference was the horsepower, wingspan and payload. What a wonderful August afternoon out at Alvin's flying field, 32 years ago. The sun was hot and the summer air smelled of fresh-cut hay-and the possibility of flight! I got my pilot's license several years later in a 150-horsepower Piper Super Cub. On weekends I'd hop around to various fly-in pancake breakfasts, or over to The Big Show: the Experimental Aircraft Association's (EAA) Fly-In and Convention held at Oshkosh each August. At all of these fly-ins and at Oshkosh, in the midst of some of the world`s greatest designers, pilots and airplanes, Alvin held court, talking about his airplane and propellers. I've been away from airplanes for a few years, and I hadn't seen Alvin in many years. But recently I've been drawn back to airplanes and flying. Last year I purchased a set of plans for the Evans Volksplane_a proven, simple design that I figure even I can build. I also recently acquired a 1600-cc VW Super Beetle engine. With the right propeller I should be able to get a good 50 horsepower or so from it. (I know that my wife loves me because this past Valentines Day she stuck a wad of cash in my hand, gave me a kiss and said, "Happy Valentines Day! Go get that engine for your airplane!") I once thought about building a second Fledermaus, if only Alvin had made a set of plans. Ironically, on Saturday, March 9th, the very day that Alvin passed from this life-"Gone West" as World War I aviators would say-I was visiting a fellow over near Winona (Minn.) who is nearly ready to fly his homebuilt plane. It's a real Cadillac for a homebuilt. With a 160-horsepower Lycoming engine it will cruise at nearly 170 miles per hour. Like any bunch of pilots standing around talking about airplanes, our conversation got around to the subject of propellers and then, of course, to Alvin Schubert. And so we talked about Alvin and his self-taught skills as a propeller maker and airplane builder. I said, "Yep, I'll have to get over to see Alvin one of these days and ask him what propeller he recommends for a Volksplane-maybe he'd even carve a prop for me." On Monday morning, March 11, I saw the notice of Alvin's passing in the newspaper. I suspect that had I contacted Alvin several months ago, he would have recommended just the right propeller diameter and pitch, with a little finer pitch for more zip on those warm summer day takeoffs. More likely, Alvin would have taken the time to teach me how to figure out for myself the correct diameter and pitch for a given RPM, horsepower and airspeed. And then he would have taught me how to carve that propeller. Alvin was firm believer in self-reliance. Building and flying your own airplane is perhaps the ultimate expression of self-reliance. As far as I know, Alvin never lived anywhere but on his farm. Some might even say that he never really got out and experienced life. I disagree. Here on the ground what we do with our life is, for the most part, up to us. We can even drift along day to day with few serious consequences. But up there, how well you built your plane, how well you fly it, and the decisions you make, totally determine whether it's a successful flight or a disaster. Up there, life itself is in one's own hands. Richard Bach once wrote, "Why do we fly? We fly to know what it is to be alive!" Some say that Alvin never kept real close track of how many total flying hours he had accumulated flying Der Fledermaus and that he only kept track of how many takeoffs and landings they had made. I don't know if that's true, but it's just like Alvin. What difference does it make how many hours are spent aloft when what's important is whether you got off the ground in the first place, and even more critically, whether you were able to successfully land once again? Forever more, Alvin has now logged one more take-off than landing. I'm sure that he's out at some little flying field where the grass is always green, the sky is perpetually blue with "severe clear" visibility, and there's a light breeze that never varies from straight down the runway-always a perfect day for flying. I`d also bet that Alvin's probably got St. Peter and a squadron of angels cornered over at the hangar teaching them all a thing or two that even they didn't know about flying and aerodynamics. Maybe even how to carve a propeller. Happy landings, Alvin! ### ________________________________ Message 16 ____________________________________ Time: 04:59:10 PM PST US From: "Graham Hansen" Subject: Re: Pietenpol-List: Al Schubert, Al Kelch... I remember attending several Pietenpol Forums at Oshkosh in the 1980's. Fellow Pietenpol builder Roy Wadson and I particularly remember Al Schubert and his great sense of humor at those forums. He had the group in stitches when he spoke or commented on a particular point, and he always had our undivided attention waiting for the next "zinger". He was a veritable fount of information about propellers and airplanes. Roy and I still talk about Al Schubert at those forums and we will never forget him. Graham Hansen (Pietenpol CF-AUN in Alberta, Canada) ________________________________ Message 17 ____________________________________ Time: 05:13:36 PM PST US From: Rcaprd@aol.com Subject: Pietenpol-List: IFR in a Pietenpol --> Pietenpol-List message posted by: Rcaprd@aol.com I did a flight yesterday that I just had to pass along to the Piet group. I departed Cook Airfield to the Southwest, following the RR tracks. I saw 3 hot air balloons on the ground, ready to launch. I could see the flames going on and off every few seconds, so I entered a pattern overhead, at about 4 or 5 hundred feet, and blew a BIG smoke ring around the balloons for them to go up through !! The smoke ring hung in there very well in the no wind condition, till I completed the circuit, as the first balloon launched. It also served them to tell which way the wind was blowing up there. Then I picked up the Arkansas River, and dropped down to the deck, less than 100 feet above the water, and followed the river for about 30 miles. I saw lots of deer, and birds, and a beaver, but didn't see a single person along the entire length of the river flight. Gives the meaning to IFR - 'I Follow Rivers' !! Steep bank turns, maintaining 70 mph on the indicator, just below the tree tops for much of the flight, to follow the sharp turns in the river...Way Cool !! There are 3 places where wires cross the river, and 2 bridges, which I'll have to note more carefully on subsequent flights. It's a somewhat shallow river, with lots of sand bars to make an emergency landing. The river carries away lots of sand and silt, much to the farmers dismay. Down below Oxford, I pulled up out of the river bottom, and saw a crop duster just turn off the sprayer bar, and pull up vertical. Stayed out of his way, and made the return trip up the river. The balloons were all down in a different field, about 20 feet off the ground. They stayed very close to each other for their whole flight. I think this IFR course is going to be a regular !! What a Hoot !! Chuck G. ________________________________ Message 18 ____________________________________ Time: 05:29:31 PM PST US From: javcr@prodigy.net.mx Subject: RE: Pietenpol-List: Propellars --> Pietenpol-List message posted by: javcr@prodigy.net.mx Hi Alex I am using on a homemade 64*32 wood prop and is working ok, 2900 static rpm's (not flying) ________________________________ Message 19 ____________________________________ Time: 05:46:46 PM PST US From: javcr@prodigy.net.mx Subject: RE: Pietenpol-List: Propellars --> Pietenpol-List message posted by: javcr@prodigy.net.mx Hi Piets The first prop that i used was homemade 66x38 with ths prop just I can get 2550 rpm's static , after to read the Mr Alvin prop manual I made a 64x32 with the shape of the picture of Oscar Zuiga Prop, much better, 2950 static rpm's, that with avgas... Javier Cruz ________________________________ Message 20 ____________________________________ Time: 06:46:53 PM PST US From: "Richard Navratil" Subject: Re: Pietenpol-List: ELT Requirement Greg Did you remember to include the name of the DAR that you selected. The woman at the desk at MIDO left my paperwork sit because I didn't include it. Dick N. ----- Original Message ----- From: gcardinal@mn.rr.com To: pietenpol-list@matronics.com Sent: Friday, September 24, 2004 10:48 PM Subject: Re: Pietenpol-List: ELT Requirement It appears to be required but a lot of people do without. It doesn't seem to be rigidly enforced. P.S. Turned in the paperwork to the local MIDO office requesting the final inspection. I hope the good weather holds out through October. Greg Cardinal ----- Original Message ----- From: Greg Bacon To: pietenpol-list@matronics.com Sent: Friday, September 24, 2004 10:10 PM Subject: Re: Pietenpol-List: ELT Requirement Greg, My Corben Jr. Ace didn't have one and it passed two annual inspections with no questions about an ELT. Are you sure it's required for homebuilts? Is it a new requirement? Greg Bacon Missouri ----- Original Message ----- From: gcardinal@mn.rr.com To: pietenpol-list@matronics.com Sent: Thursday, September 23, 2004 8:03 PM Subject: Pietenpol-List: ELT Requirement Guys, Who has or has not installed an ELT? It appears that it is required by the regs but I don't hear much on the list. Greg Cardinal Minneapolis ________________________________ Message 21 ____________________________________ Time: 07:18:55 PM PST US From: "Richard Navratil" Subject: Pietenpol-List: flying I went out for a couple of hours today. A perfect calm, cool day so clear you can see forever. This week I had installed a new windshield. The wind had been hitting the top of my head coming over the shield. I cut this one 2 1/2" higher and a bit wider at the top. I was suprised at how much difference that makes. I cut down on the noise on the radio and is a lot calmer in the cockpit. Also, I posted my problem with the airspeed indicator a few weeks ago. That turned out to be the guage itself, the new one works fine. Dick N. ________________________________ Message 22 ____________________________________ Time: 08:02:21 PM PST US From: Waytogopiet@aol.com Subject: Re: Pietenpol-List: Starting the Model A In a message dated 9/24/2004 8:04:48 PM Central Standard Time, wacopitts@yahoo.com writes: Does anyone with Model A Piets use Mystery Oil in their gas? Wouldn't leave home without it. Don ________________________________ Message 23 ____________________________________ Time: 08:33:02 PM PST US From: Galen Hutcheson Subject: Re: Pietenpol-List: Starting the Model A --> Pietenpol-List message posted by: Galen Hutcheson I agree Don. I have flown with Mystery Oil for years. Started using it in the Kinner radials then began using it in 0200's and C-85's. All with auto gas. I search for auto gas without ethanol though. The Mystery Oil is good in the crank case too. Lubricates better than just straight engine oil alone. Doc --- Waytogopiet@aol.com wrote: > In a message dated 9/24/2004 8:04:48 PM Central > Standard Time, > wacopitts@yahoo.com writes: > Does anyone with Model A > Piets use Mystery Oil in their gas? > Wouldn't leave home without it. Don > __________________________________ ________________________________ Message 24 ____________________________________ Time: 08:37:29 PM PST US From: Edwin Johnson Subject: Pietenpol-List: Pietenpol-List Digest: ELT Requirement --> Pietenpol-List message posted by: Edwin Johnson > Who has or has not installed an ELT? It appears that it is required by > the regs but I don't hear much on the list. > > Greg Cardinal The reg is 91.207 and it is pretty well spelled out there - no guess work. The ELT is an 'operational' requirement and not an 'equipment for certification' requirement. _All_ US-registered planes must have them for flight with a few exceptions, and here is are the outs which might pertain: (f)(3) Aircraft while engaged in training operations conducted entirely within a 50-nautical-mile radius of the airport from which such flight operations began; (f)(4) Aircraft while engaged in flight operations incident to design and testing; (f)(9) Aircraft equipped to carry not more than one person; You can easily look at the whole thing by going to www.faa.gov and following the links for regulations. (So how long and how much 'design and testing' in (f)(4) do you have? ) ...Edwin ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~ Edwin Johnson ....... elj@shreve.net ~ ~ http://www.shreve.net/~elj ~ ~ ~ ~ "Once you have flown, you will walk the ~ ~ earth with your eyes turned skyward, ~ ~ for there you have been, there you long ~ ~ to return." -- da Vinci ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~