Pietenpol-List Digest Archive

Fri 11/19/04


Total Messages Posted: 20



Today's Message Index:
----------------------
 
     1. 04:33 AM - straight gear brake drums---a photo of some (Michael D Cuy)
     2. 06:28 AM - Re: Model A water temp and oil pressure line routing (Rick Holland)
     3. 06:48 AM - Model A ist, lines (lshutks@webtv.net (Leon Stefan))
     4. 07:01 AM - Re: Model A water temp and oil pressure line routing (DJ Vegh)
     5. 08:16 AM - Re: Model A ist, lines (Galen Hutcheson)
     6. 02:36 PM - Re: Model A water temp and oil pressure line routing (Rcaprd@aol.com)
     7. 03:14 PM - tricks for cold weather flying? (walt evans)
     8. 03:47 PM - Wix (lshutks@webtv.net (Leon Stefan))
     9. 03:48 PM - Re: Mountain Flying (Rick Holland)
    10. 03:53 PM - Re:  (Rick Holland)
    11. 03:56 PM - Re: Model A water temp and oil pressure line routing (alexms1@comcast.net)
    12. 04:18 PM - Re: Wix (Galen Hutcheson)
    13. 04:22 PM - Re: Model A water temp and oil pressure line routing (DJ Vegh)
    14. 04:30 PM - Re: tricks for cold weather flying? (Dennis Engelkenjohn)
    15. 05:34 PM - Re: Model A water temp and oil pressure line routing (del magsam)
    16. 06:03 PM - mag grounding (Douwe Blumberg)
    17. 06:07 PM - Beautiful A2 leather flying jacket  (Douwe Blumberg)
    18. 06:54 PM - flippy floppy super twisty ailerons (DJ Vegh)
    19. 06:57 PM - Re: mag grounding (Jim Markle)
    20. 07:40 PM - Re: mag grounding (Galen Hutcheson)
 
 
 


Message 1


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    Time: 04:33:17 AM PST US
    From: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
    Subject: straight gear brake drums---a photo of some
    Henry Williams---- your distant cousin Larry Williams has just that thing. Check out this photo of his setup-----ala Simon McCormack of Tasmania, Australia too. Mike C. PS----Larry is on the list if you have questions.


    Message 2


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    Time: 06:28:53 AM PST US
    DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=beta; d=gmail.com; b=N0atSYUkFcu4xvJvKSGaJAJDtnXhVrBZ4poVsFqwMmkYR5gyW8JNyFhVtTh5+6NOSsO93BLAmJNuf/iQFqw70uA175ZUKYMRA3+5IR1kvbDOm1wsh7mBpwMoYdn5lEni2pe02IY8mmvaB/Kx/3I0QOl2l/Rd4pwYLOjqUnkbrMAMessage-ID: <ab80748b0411190626110b8e08@mail.gmail.com>
    From: Rick Holland <at7000ft@gmail.com>
    Subject: Re: Model A water temp and oil pressure line routing
    --> Pietenpol-List message posted by: Rick Holland <at7000ft@gmail.com> Just a general question about engine instruments related to this, wouldn't it be easier to use instruments with electronic sender units so you only have to run wires from the firewall back to the instrument panel? Rather than oil and water lines and a ridgid tach cable? Am trying to figure out what engine instruments to get for my corvair conversion. Rick H On Wed, 17 Nov 2004 08:49:36 -0500, Douwe Blumberg <douweblumberg@earthlink.net> wrote: > > > > I'm trying like crazy to keep as many lines as possible out of the cockpits > and run along the fuselage. > > I'm not sure if this is a good idea for my oil pressure tube and my water > temp line. Putting them under the covering makes them inaccessable, but I'm > not sure if they need to be accessed ever. > > They're both hard lines so are a little hard to get around the vertical > members in the cockpits cleanly. > > I don't think they should run through the same conduit as my mag wires > because of heat and possible leakage, but maybe screwd to the fuse skin > somewhere?? > > Douwe -- Rick Holland


    Message 3


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    Time: 06:48:18 AM PST US
    ETAtAhRyBdYyT6M/DAKgBI0SPvayLXlFpwIVALKKH9OHrq3YRJk5U7AYCQvAKQWn
    From: lshutks@webtv.net (Leon Stefan)
    Subject: Model A ist, lines
    --> Pietenpol-List message posted by: lshutks@webtv.net (Leon Stefan) I am going to mount my water temp and oil pressure gauge along the side of my radiator so as to not have to worry about routing them to the cockpit. Also I bought a tach from Wix that has a small generator that mounts on the engine tach drive location. Then you run wires to the tachometer rather then having to run a cable. The tachometer figures out the rpm from the elect. impulses. I believe I have also seen tachometers that read rpm from a plug wire. Getting rid of the drive cable and possibly 2 90deg. drives sure makes things easy. Leon S.


    Message 4


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    Time: 07:01:34 AM PST US
    From: "DJ Vegh" <djv@imagedv.com>
    Subject: Re: Model A water temp and oil pressure line routing
    --> Pietenpol-List message posted by: "DJ Vegh" <djv@imagedv.com> all my guages are electric. my primer is also electric. there are no fuel or oil lines running through my airframe. I'm using the Grand Rapids Technologies EIS 2004. It's a digital engine monitoring system. It'll keep tabs on anything you can think of and best of all is it takes upless space than two 3.125" instruments... here's a few thing I'll use it for oil temp oil press RPM OAT hour meter 2 CHT's (left and right banks) 2 EGT's (left and right exhaust pipes) volts manifold pressure fuel flow I'm also running a corvair conversion. DJ Vegh www.imagedv.com/aircamper ----- Original Message ----- From: "Rick Holland" <at7000ft@gmail.com> Subject: Re: Pietenpol-List: Model A water temp and oil pressure line routing > --> Pietenpol-List message posted by: Rick Holland <at7000ft@gmail.com> > > Just a general question about engine instruments related to this, > wouldn't it be easier to use instruments with electronic sender units > so you only have to run wires from the firewall back to the instrument > panel? Rather than oil and water lines and a ridgid tach cable? Am > trying to figure out what engine instruments to get for my corvair > conversion. > > Rick H > > > On Wed, 17 Nov 2004 08:49:36 -0500, Douwe Blumberg > <douweblumberg@earthlink.net> wrote: >> >> >> >> I'm trying like crazy to keep as many lines as possible out of the >> cockpits >> and run along the fuselage. >> >> I'm not sure if this is a good idea for my oil pressure tube and my water >> temp line. Putting them under the covering makes them inaccessable, but >> I'm >> not sure if they need to be accessed ever. >> >> They're both hard lines so are a little hard to get around the vertical >> members in the cockpits cleanly. >> >> I don't think they should run through the same conduit as my mag wires >> because of heat and possible leakage, but maybe screwd to the fuse skin >> somewhere?? >> >> Douwe > > > -- > Rick Holland > > >


    Message 5


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    Time: 08:16:09 AM PST US
    DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; b=BKLilZYvmu/r0ckZ4YSWi6vDeS4mTcaAvRyCL2VZyLVK2GAW6iQ0u2liwLBA6tNglv3JqL4RVJmdDGRJu6JvRgNQGF9/D/Cets3ZyqVDdwPcsgcxAfYLlLLCQ6kP7my4uL/76KpGxAMpGZNxaXnB1M+DyLmzUMSrnvu3g8C/4/w= ;
    From: Galen Hutcheson <wacopitts@yahoo.com>
    Subject: Re: Model A ist, lines
    --> Pietenpol-List message posted by: Galen Hutcheson <wacopitts@yahoo.com> That's a great idea on the oil pressure and water temp gauges. I hadn't thought of that. That would simplify things quite a bit. I would like to know more about the tach too. Does Wix have a website? If so do you have the address? Thanks. Doc --- Leon Stefan <lshutks@webtv.net> wrote: > --> Pietenpol-List message posted by: > lshutks@webtv.net (Leon Stefan) > > I am going to mount my water temp and oil pressure > gauge along the side > of my radiator so as to not have to worry about > routing them to the > cockpit. Also I bought a tach from Wix that has a > small generator that > mounts on the engine tach drive location. Then you > run wires to the > tachometer rather then having to run a cable. The > tachometer figures out > the rpm from the elect. impulses. I believe I have > also seen tachometers > that read rpm from a plug wire. Getting rid of the > drive cable and > possibly 2 90deg. drives sure makes things easy. > Leon S. > > > > > > > Click on the > this > by the > Admin. > > Contributions > any other > Forums. > > 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 > > > > > >


    Message 6


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    Time: 02:36:11 PM PST US
    From: Rcaprd@aol.com
    Subject: Re: Model A water temp and oil pressure line routing
    --> Pietenpol-List message posted by: Rcaprd@aol.com In a message dated 11/19/04 8:30:17 AM Central Standard Time, at7000ft@gmail.com writes: << wouldn't it be easier to use instruments with electronic sender units so you only have to run wires from the firewall back to the instrument panel? Rather than oil and water lines and a ridgid tach cable? >> Yes, it would be easier, but you loose some reliability, unless you have an electrical back up, but then you increase electrical complexity in the battery, charging system, fuses, etc. If you have an engine driven charging system, you are required to have a transponder. More stuff, and more stuff...simple is always better...if it ain't there, it can't break !! If you have a total electrical failure, you can still fly the plane long enough to get 'er on the ground, albeit a bit more difficult. Most in flight fires begin in the electrical system, too. If you do go the electrical route, I would urge you to use aircraft grade wire, terminals, and the proper crimping tool. There IS a difference !! DJ, Does the Grand Rapids Technologies EIS 2004 system have an onboard back up battery ? How much money do you have in the entire system ? I'm looking for a system to use in my Tailwind. Electronics have come a long way in recent years, but I'm just not sure about the reliability. Chuck G.


    Message 7


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    Time: 03:14:45 PM PST US
    From: "walt evans" <wbeevans@verizon.net>
    Subject: tricks for cold weather flying?
    Any one talked about tricks for cold weather flying? The winters seem to be getting colder and colder. Was wondering if anyone even made a canopy for a Piet, even though it would be the ugliest thing that I could imagine. walt evans NX140DL


    Message 8


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    Time: 03:47:37 PM PST US
    ETAtAhUAlFuK5RbtrGF3Kyw5svbUdeki93ECFAWBQ+Mg28rO8sMdZ4mTRfHHIR0+
    From: lshutks@webtv.net (Leon Stefan)
    Subject: Wix
    --> Pietenpol-List message posted by: lshutks@webtv.net (Leon Stefan) Doc: That should be Wicks, not Wix. (wix is an oil filter) wicksaircraft.com (free catalog) I wrote that this morning after a loooong night. I'll be doing it again tonight after only 4 hrs of sleep. Leon S. Do not archive.


    Message 9


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    Time: 03:48:37 PM PST US
    DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=beta; d=gmail.com; b=KrACb0c+5UmY2rYsK78+49qCbWkIYYFA3Ho0qw7scmvxIJh7RAb6qJHRaw+7QK0/OfM45q0/7gZvbhKeyvU7Gtrv8yOpk6kBWWeyBfzyQW6igAAnVIr01AB2TEm6LUQN+Zw6pBmhZidLzAjUqcofhzMspXEN9bK8+T72Nw34BegMessage-ID: <ab80748b0411191548fd4201b@mail.gmail.com>
    From: Rick Holland <at7000ft@gmail.com>
    Subject: Re: Mountain Flying
    --> Pietenpol-List message posted by: Rick Holland <at7000ft@gmail.com> John is absolutely correct, used to take students up to Leadville airport, 9927ft. for mountain checkouts: http://www.leadvilleairport.com/ On an 80 degree day in the summer that is 13542 ft. density altitude (thats why John turboed his Piet). Good thing the runway was 6400 ft. long. One other thing to watch for going over passes especially when you may have a good headwind and a rotor at the top of the ridge. You can climb 2000 to 3000 feet above the ridgetop before attempting to go over and the downdraft from the rotor will pull you down below the altitude of the ridgetop before you get to it. Always approach at an angle so you can pull away and get back and gain more altitude to try again. RH On Thu, 4 Nov 2004 21:19:16 -0700, John Dilatush <dilatush@amigo.net> wrote: > > Chuck G. and other "Pieters" > > I think that the '05 Tour that you guys are thinking about is great! > > However, since I have some considerable experience in this mountain flying > business, and built "Mountain Piet" expressly for this purpose, may I offer > a few comments? > > Most Piets using 65-A Continentals and Corvairs become single passenger > (the pilot only) airplanes. If you try and carry a full fuel load and then > all the camping stuff too, it may be too marginal to get your plane off the > ground. It can be really embarrasing to take off of an airport at 4,000 > feet, fly up to an airport at 7,000 feet and try to take off the next day > when the temperature has gone up, believe me, I've done it! However, most > people don't mind you staying an extra day! > > It is not unusual the have the density altitude easily on a summer day > exceed over 11,000 feet at our airport which is at about 7,500 feet. This > is due to the temperature rise as the day progresses. If you don't have > enough power and a long enough runway with a clear departure, then you are > flirting with disaster. I have seen overloaded Bonanza's and 210's struggle > to get into the air, enough where we run out of the terminal to see if the > idiot made it! You have to keep it light! Also, always lean your engine > before take off so that you are getting maximum power. > > Two reasons not to fly during midday. As I said above, the density altitude > can be higher than the service ceiling of the plane. Additionally, the > turbulence can really have you " biting the buttons out of the seat" at > midday. A poorly constucted and overloaded plane may well suffer structural > damage due to extreme turbulence at midday.. Best to get out at first > daylight and then plan to quit before 11:00 AM. Things sometimes calm down > toward evening. > > I always follow a road when flying in the mountains or at least have one in > gliding range. If you have to put it down, then do it close to or on the > road, the rescuers won't have to climb mountains to find and recover your > remains! > > Landings at our altitude in a Piet will be hotter than a firecracker > compared to what you are used to at sea level. The airspeed indicator will > show the same air speed, but the ground speed will be higher than you are > used to. Since a Piet has a lot of drag, make sure that you carry extra > energy on final, either with power or a steep glide angle. You will get > used to it, go back to sea level and think you are landing in molasses! > > When going through a pass, always gain enough altitude so you can see to the > other side before starting through. There is no way that your plane is > going to climb as steeply as the terrain rises! We pick several planes a > year along with the bodies off our mountains who have made this mistake. > Also, many passes look the same to a flatlander who hasn't been here before, > make sure that the pass is the one that you filed in your flight plan, the > rescuers want to know where to start looking! > > Now I know that all of this seems to make mountain flying dangerous, it is > not! It is just different. Follow the rules and use common sense and you > will find it one of the most rewarding experiences you will ever have in an > airplane. Get a book, read it, and then enjoy the view. If you don't think > that you have enough power, plan to go across either Wyoming or down across > New Mexico. > > Have warm clothes, the temperature drops about 3 degrees for every thousand > feet above ground level. This temperature drop plus the wind chill factor > at 70 mph will make you want to give up open cockpits forever. > > That's enough of the "Gospel according to St. John" :o) > > If you do decide to come through our area, please give me a call, we have a > couple of unused bedrooms downstairs. > > Boy, do I miss "Mountain Piet". > > John Dilatush, > Salida, Colorado > > -- Rick Holland


    Message 10


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    Time: 03:53:11 PM PST US
    DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=beta; d=gmail.com; b=X/CTm6PiZQswslrtIwYFkciPU38Z7TxTqbossIDv0xJQxEuS3xt1wiLPrOQVis3heSGNShYt6lSJnCMe6iLRzlkcAEpv6iRFDHGxI/LRmlCvphEqS4rqeZMzBrh7LA5oG/qrJYRgRCi6FATVoUy6qjJ2friGnQ3BzuzsSPDolsoMessage-ID: <ab80748b041119155346fff66f@mail.gmail.com>
    From: Rick Holland <at7000ft@gmail.com>
    Subject: Re: tenpol-List:
    --> Pietenpol-List message posted by: Rick Holland <at7000ft@gmail.com> Mike Cuy has the best idea, make a sling that snaps into the passenger compartment, remove the removable front joystick and fill it full of junk. All right near the CG too. On Thu, 4 Nov 2004 08:47:39 -0500, Douwe Blumberg <douweblumberg@earthlink.net> wrote: > > Hey guys (and gals?) > > This is for you guys who have built up some hours on your Piets. I'm > outfitting the cockpit and want to know in your experience, what is really > needed in terms of cubby holes, map storage pockets, jacket compartment etc. > I've built two small glove boxes under the seat and am making a map holder > on the right side where the diagonal meets the vertical sidemember. Should > I do two of these? > > There also seems to be room in front of the passenger (Ford powered) for a > nice size storage area. > > With no actual experience, I'm not sure what is really needed and what's > overkill. > > Thanks, > Douwe -- Rick Holland


    Message 11


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    Time: 03:56:19 PM PST US
    From: alexms1@comcast.net
    Subject: Re: Model A water temp and oil pressure line routing
    Rick, I am going to use a Corvair also. I bought a tach that counts the teeth on the starter gear, I have an electric sender for the oil pressure. I will have only wires running into the cockpit. I will start out using cyl. head temps measured from thermocouples placed under the spark plugs. Clark's sells senders for this that screw into the heads. No fuel pressure gage needed as I will be using head pressure from the tank. Fuel pump not needed. I will have a selector switch for selecting which set of coils I will be using as I will be using Wm. Wynne's dual point distributor. Again, only wires coming into the cockpit. Not sure what else I will be using as I have not started the engine hook up yet. Hope this helps. Alex Sloan -------------- Original message -------------- > --> Pietenpol-List message posted by: Rick Holland > > Just a general question about engine instruments related to this, > wouldn't it be easier to use instruments with electronic sender units > so you only have to run wires from the firewall back to the instrument > panel? Rather than oil and water lines and a ridgid tach cable? Am > trying to figure out what engine instruments to get for my corvair > conversion. > > Rick H > > > On Wed, 17 Nov 2004 08:49:36 -0500, Douwe Blumberg > wrote: > > > > > > > > I'm trying like crazy to keep as many lines as possible out of the cockpits > > and run along the fuselage. > > > > I'm not sure if this is a good idea for my oil pressure tube and my water > > temp line. Putting them under the covering makes them inaccessable, but I'm > > not sure if they need to be accessed ever. > > > > They're both hard lines so are a little hard to get around the vertical > > members in the cockpits cleanly. > > > > I don't think they should run through the same conduit as my mag wires > > because of heat and possible leakage, but maybe screwd to the fuse skin > > somewhere?? > > > > Douwe > > > -- > Rick Holland > > > > > > > > Rick, I am going to use a Corvair also. I bought a tach that counts the teeth on the starter gear, I have an electric sender for the oil pressure. I will have only wires running into the cockpit. I will start out using cyl. head temps measured from thermocouples placed under the spark plugs. Clark's sells senders for this that screw into the heads. No fuel pressure gage needed as I will be using head pressure from the tank. Fuel pump not needed. I will have a selector switch for selecting which set of coils I will beusing as I will be using Wm. Wynne's dual point distributor.Again, only wires coming into the cockpit. Not sure what else I will be using as I have not started the engine hook up yet. Hope this helps. Alex Sloan -------------- Original message -------------- -- Pietenpol-List message posted by: Rick Holland <AT7000FT@GMAIL.COM> Just a general question about engine instruments related to this, wouldn't it be easier to use instruments with electronic sender units so you only have to run wires from the firewall back to the instrument panel? Rather than oil and water lines and a ridgid tach cable? Am trying to figure out what engine instruments to get for my corvair conversion. Rick H On Wed, 17 Nov 2004 08:49:36 -0500, Douwe Blumberg <DOUWEBLUMBERG@EARTHLINK.NET>wrote: I'm trying like crazy to keep as many lines as possible out of the cockpits and run along the fuselage. I'


    Message 12


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    Time: 04:18:10 PM PST US
    DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; b=j8GJt69BpZTIbt2arsp5Ta56xLIND5FnWADh6GtZXo1c8m9LCFFquvBCHS5DTcPTRwv+arQ28GSuqc0OgXoPA3/8WtLlm0FMtgNqzVR664qqh7yVanbC0Rwp5+Zm0CYV+6+nqyW86nL+dzrZPhwxrFD9kSxOmeIrHb+abeM78PM= ;
    From: Galen Hutcheson <wacopitts@yahoo.com>
    Subject: Re: Wix
    --> Pietenpol-List message posted by: Galen Hutcheson <wacopitts@yahoo.com> Thanks Leon, I'll look them up. Don't work too hard and say hello to my radiator for me. :0) Doc --- Leon Stefan <lshutks@webtv.net> wrote: > --> Pietenpol-List message posted by: > lshutks@webtv.net (Leon Stefan) > > Doc: That should be Wicks, not Wix. (wix is an oil > filter) > wicksaircraft.com (free catalog) I wrote that this > morning after a > loooong night. I'll be doing it again tonight after > only 4 hrs of sleep. > Leon S. Do not archive. > > > > > > > Click on the > this > by the > Admin. > > Contributions > any other > Forums. > > 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 > > > > > > __________________________________ http://my.yahoo.com


    Message 13


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    Time: 04:22:37 PM PST US
    From: "DJ Vegh" <djv@imagedv.com>
    Subject: Re: Model A water temp and oil pressure line routing
    --> Pietenpol-List message posted by: "DJ Vegh" <djv@imagedv.com> no backup battery.... in my case with a coil ignition if the main battery goes ded I have other issues to worry about other than monitoring engine param's. I'm very impressed with the EIS. The coolest feautre is there is a big remote mounted red master warning light that will flash as soon as a certain value has exceeded pilot set parameters. The affected parameter will also blink on the display. The light will stop blinking when the pilot pushes the "acknowledge" button but will not fully extinguish until the affected parameter is back under the limits. Forgot to mention earlier that the EIS will monitor coolant pressure and coolant temps for you water cooled dudes. DJ ----- Original Message ----- From: <Rcaprd@aol.com> > DJ, > Does the Grand Rapids Technologies EIS 2004 system have an onboard back up > battery ? How much money do you have in the entire system ? I'm looking > for a > system to use in my Tailwind. Electronics have come a long way in recent > years, but I'm just not sure about the reliability. > > Chuck G. >


    Message 14


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    Time: 04:30:31 PM PST US
    From: "Dennis Engelkenjohn" <wingding@usmo.com>
    Subject: Re: tricks for cold weather flying?
    a full coverage helmet and a snowmobile suit help. Snowmobile suits are available on e-bay for $50 . Dennis ----- Original Message ----- From: walt evans To: pietenpol-list@matronics.com Sent: Friday, November 19, 2004 3:14 PM Subject: Pietenpol-List: tricks for cold weather flying? Any one talked about tricks for cold weather flying? The winters seem to be getting colder and colder. Was wondering if anyone even made a canopy for a Piet, even though it would be the ugliest thing that I could imagine. walt evans NX140DL


    Message 15


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    Time: 05:34:02 PM PST US
    From: del magsam <farmerdel@rocketmail.com>
    Subject: Re: Model A water temp and oil pressure line routing
    I have one in my sonex with a corvair, Its better then any panel full of steam guages. Del DJ Vegh <djv@imagedv.com> wrote: --> Pietenpol-List message posted by: "DJ Vegh" no backup battery.... in my case with a coil ignition if the main battery goes ded I have other issues to worry about other than monitoring engine param's. I'm very impressed with the EIS. The coolest feautre is there is a big remote mounted red master warning light that will flash as soon as a certain value has exceeded pilot set parameters. The affected parameter will also blink on the display. The light will stop blinking when the pilot pushes the "acknowledge" button but will not fully extinguish until the affected parameter is back under the limits. Forgot to mention earlier that the EIS will monitor coolant pressure and coolant temps for you water cooled dudes. DJ ----- Original Message ----- From: > DJ, > Does the Grand Rapids Technologies EIS 2004 system have an onboard back up > battery ? How much money do you have in the entire system ? I'm looking > for a > system to use in my Tailwind. Electronics have come a long way in recent > years, but I'm just not sure about the reliability. > > Chuck G. > Del-New Richmond, Wi "farmerdel@rocketmail.com" ---------------------------------


    Message 16


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    Time: 06:03:38 PM PST US
    From: "Douwe Blumberg" <douweblumberg@earthlink.net>
    Subject: mag grounding
    Finally got my "A" engine from the engine guy and it is beautiful. Can't wait to get it mounted. Everything I've read (Bingelas, etc) says that the mags should be grounded and they have a grounding screw, but I'm not sure why since the mag body is positively grounded to the engine already. Am I missing something? do I still need to ground them with a wire to some bolt?


    Message 17


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    Time: 06:07:05 PM PST US
    From: "Douwe Blumberg" <douweblumberg@earthlink.net>
    Subject: Beautiful A2 leather flying jacket
    Anybody want a beautiful Avirtex A2 leather flying jacket for about two hundred less than new? My girlfriend bought me one not knowing I had just got one for myself not long ago. She picked it up on ebay, it is used in very good shape, a little worn in which is perfect. Size 42 dark brown authentic 1940 pattern, made in the USA! picked it up for $66.00 and will let it go for that plus shipping. Douwe douweblumberg@earthlink.net


    Message 18


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    Time: 06:54:46 PM PST US
    From: "DJ Vegh" <djv@imagedv.com>
    Subject: flippy floppy super twisty ailerons
    My ailerons are built and ready to cover. I was noticing how easy they are able to twist from end to end. I'm assuming that after covering and stitching that ease of twisting will go away. Not that there is a straight comparison between the two, but I know that my RC airplane wings always stiffened up after covering. Same deal with the wings... my wings are very "twisty" I know the lift struts will keep them in check but outboard of the struts they can twist fairly easily. am I correct in assuming that after these things are covered I won't be able to twist them like a piece of red licorice?? DJ _


    Message 19


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    Time: 06:57:28 PM PST US
    From: "Jim Markle" <jim_markle@mindspring.com>
    Subject: Re: mag grounding
    wow, congratulations! What engine guy? Ken Perkins or someone else? I'm still wrestling with the engine choice thing and want to know about any and all "engine" guys I might want to tap when the time comes. Thanks and again, congratulations! (I'm envious!) JM ----- Original Message ----- From: Douwe Blumberg To: pietenpolgroup Sent: Friday, November 19, 2004 8:15 PM Subject: Pietenpol-List: mag grounding Finally got my "A" engine from the engine guy and it is beautiful. Can't wait to get it mounted. Everything I've read (Bingelas, etc) says that the mags should be grounded and they have a grounding screw, but I'm not sure why since the mag body is positively grounded to the engine already. Am I missing something? do I still need to ground them with a wire to some bolt?


    Message 20


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    Time: 07:40:37 PM PST US
    DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; b=6cuFuLEHFaTVNbJ+blDjJn2sGSvVR5vBPVq9Ams3gDODviZr0XA0eKIo3GHkHXDZMg0DcBD8kCnvFucuRsDmVeh9CqG+1z683Rrv93TqYubndtdO2L3yy2jusCk7BHHJJdWdiUZfiMAAoURULXSJlRQxbaj43nrccqrqdktZp2M= ;
    From: Galen Hutcheson <wacopitts@yahoo.com>
    Subject: Re: mag grounding
    --> Pietenpol-List message posted by: Galen Hutcheson <wacopitts@yahoo.com> Hi Douwe. If you get an answer to that one, I would also like to know. Ken Perkins probably knows the answer to the mag question. He is doing my engine for me and is very knowledgable on Model A engines and mags. Doc > > __________________________________ http://my.yahoo.com




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