Today's Message Index:
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1. 05:15 AM - Re: weber carb question (BARNSTMR@aol.com)
2. 07:12 AM - Re: weber carb question (Mark)
3. 07:44 AM - $7,000 Piet on Barnstormers.com (Michael D Cuy)
4. 08:19 AM - Gascolator location (N321TX@wmconnect.com)
5. 03:28 PM - Re: Weber Carb (TBYH@aol.com)
6. 04:53 PM - Re: Re: Weber Carb ()
7. 06:09 PM - P.F. Beck's Corvair Pietenpol (Oscar Zuniga)
8. 06:59 PM - Re: fabric iron calibration (Carl Vought)
9. 08:01 PM - Re: Re: Weber Carb (Gordon Bowen)
10. 08:22 PM - Piet For Sale (JVGAZDA@aol.com)
11. 10:04 PM - Re: Re: Weber Carb (Rcaprd@aol.com)
Message 1
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Subject: | Re: weber carb question |
Is your ignition coil shorting out when it gets hot? Or getting condensation
when heated up?
Message 2
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Subject: | Re: weber carb question |
--> Pietenpol-List message posted by: Mark <aerialphotos@dp.net>
BARNSTMR@aol.com wrote:
> Is your ignition coil shorting out when it gets hot? Or getting
> condensation when heated up?
I know someone that had a bad mag on a Baron, so he taxied back and
borrowed a Cherokee 6 from a friend. As it turned out he had both mags
fail soon after heating up and he spent the afternoon keeping the cows
away from an undamaged airplane. As it turned out one was likely
breaking down soon after takeoff for sometime but would likely leave no
warning to the pilot of this type of airplane at the weights it was
typically flown and even then it would be tough to spot. The other
decided to join it with him flying the airplane.
One thing is for sure. It has to be either something with the fuel,
ignition or a problem with compression :-) Let us know what you find.
Never know when someone else will see the same problem again.
Message 3
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Subject: | $7,000 Piet on Barnstormers.com |
0.01 SUBJ_DOLLARS Subject starts with dollar amount
Just saw this on barnstormers. Doesn't look too bad. Mike C.
PIETENPOL HOMEBUILT =95 $7,000 =95 FOR IMMEDIATE SALE =95 Pietenpol Air Camper,
long fuselage, corvair powered, 85% complete and running, %100 of parts to
finish. Lots more to tell, more than I can write. Call Gary @ 603 566
4771for full details and many more pictures. Great original, to the plans
Pietenpol. =95 Contact Gary L. Enneking - located Pembroke, NH USA =95
Telephone: 603 566 4771 =95 Posted March 23, 2005 =95 Show all Ads posted by
this Advertiser =95 Recommend This Ad to a Friend =95 Send a Message
Message 4
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Subject: | Gascolator location |
I wanted the subject line to read "Gascolator Locator" ... ha, but this is
Monday morning and humor is better later in the week.
I don't have my motormount ready yet but I need to figure a spot on my
firewall where most folks are hanging their gascolators for the Continental A
engines.
I recall that most everybody has them as low on the firewall as they can be
placed, and I also recall someone ripping one off during a very hard landing,
so maybe they can be installed too low?
Does anybody have a picture of their firewall showing their gascolator
location they can e-mail to me?
I'm building my fuselage tanks (yes tankS) and I need to know where my
gascolator will go before I get too far along with my Styrofoam tank molds.
Thanks,
Sterling Brooks
Knot-2-Shabby Airport
Message 5
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My guess is that there isn't enough fuel pressure. Runs fine until the carb
bowl runs empty then she quits. But there must be just enought fuel/head
pressure to refill the carb relatively quickly -- then she starts right up again.
Any chance the fuel filter is partially plugged, or fuel line? Could possibly be
an electric component in the ignition that is heating up and then opens the
circuit -- but I imagine you have a magneto. Sounds like fuel starvation to
me...FWIW.
Been working on my Piet's landing gear struts and metal fittings. With this
nice spring weather I sure wish it were finished -- couple years yet, though,
unless I win the Powerball or some other lottery. Then it won't be a case of
building faster than budget allows...!
Fred B.
Message 6
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Dale Johnson and I had the same problem. Engine would start and run fine but the
fuel bowl would empty out. The problem was an air-bound fuel line.
The fix was easy. Just lift the tail as high as possible for a minute or so until
the air bubble worked it's way back up to the tank.
No problems after that.
Greg Cardinal
----- Original Message -----
From: TBYH@aol.com
To: pietenpol-list@matronics.com
Sent: Tuesday, April 05, 2005 5:27 PM
Subject: Pietenpol-List: Re: Weber Carb
My guess is that there isn't enough fuel pressure. Runs fine until the carb bowl
runs empty then she quits. But there must be just enought fuel/head pressure
to refill the carb relatively quickly -- then she starts right up again. Any
chance the fuel filter is partially plugged, or fuel line? Could possibly be
an electric component in the ignition that is heating up and then opens the circuit
-- but I imagine you have a magneto. Sounds like fuel starvation to me...FWIW.
Been working on my Piet's landing gear struts and metal fittings. With this nice
spring weather I sure wish it were finished -- couple years yet, though, unless
I win the Powerball or some other lottery. Then it won't be a case of building
faster than budget allows...!
Fred B.
Message 7
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Subject: | P.F. Beck's Corvair Pietenpol |
--> Pietenpol-List message posted by: "Oscar Zuniga" <taildrags@hotmail.com>
There is a nice multi-page article by P.F. Beck on his Corvair conversion
and installation in his Pietenpol, in the current issue of the SAA
publication, "To Fly". P.F. was also written up in William Wynne's
newsletter, "The Corvair Flyer".
Oscar Zuniga
San Antonio, TX (A65 Pietenpol)
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 8
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Subject: | Re: fabric iron calibration |
--> Pietenpol-List message posted by: "Carl Vought" <carbarvo@knology.net>
Different, yes, but how does one determine which is right..the thermometer
or the IR device? I can see a 10 degree variation over the surface of the
sole plate when the iron is operating off its' built-in
thermostat........Carl Vought
----- Original Message -----
From: "DJ Vegh" <djv@imagedv.com>
Subject: Re: Pietenpol-List: fabric iron calibration
> --> Pietenpol-List message posted by: "DJ Vegh" <djv@imagedv.com>
>
> did the test today and with my infrared gun there was about a 15% error.
> Probably not a good idea to use a gun.... stick with a thermometer.
>
> DJ
>
> ----- Original Message -----
> From: "Oscar Zuniga" <taildrags@hotmail.com>
> To: <pietenpol-list@matronics.com>
> Sent: Friday, April 01, 2005 1:36 PM
> Subject: Pietenpol-List: fabric iron calibration
>
>
> > --> Pietenpol-List message posted by: "Oscar Zuniga"
> > <taildrags@hotmail.com>
> >
> > Howdy, fabric heads-
> >
> > One of the keys to proper installation of Poly-Fiber is temperature of
the
> > iron during the shrinking steps. Calibration of the iron is called for.
> > My question: has anyone tried using an infrared heat gun rather than a
> > "mercury thermometer" for iron calibration? They are very accurate and
I
> > see no reason why it wouldn't work as well as a thermometer. Simpler,
> > too.
> >
> > I'm about to jump into the wonderful world of fabric covering...
> >
> > Oscar Zuniga
> > San Antonio, TX
> > mailto: taildrags@hotmail.com
> > website at http://www.flysquirrel.net
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 9
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Agree with Fred re: fuel pressure, as possible problem. I put an O-235 on N-1033B,
while testing with only a couple gal. fuel, the carb acted starved. This
engine was designed for planes with fuel tanks in the wings, therefore a couple
lbs of headpressure. The tank behind the firewall on the Piete seems to
me to be too low to maintain much head pressure while the engine is sucking fuel
at higher RPMs. I put on a battery system, because of the issues of handpropping,
so it was easy to put a 12 volt Facit fuel pump in the fuel system plumbing.
I've tested this headpressure issue a couple times by running the engine
at 2000 rpms without the fuel booster pump. After as few minutes the carb
starves, I flip on the booster pump and the problem goes away. So, part of
the checklist for takeoff, landing and low fuel tanks is put the booster pump
on.
Gordon Bowen -Homer Alaska
Cozy IV N64CY
Osprey II N64SY
Pietenpol N-1033B
" But such is the constitution of my mind I cannot avoid forming an opinion", John
Adams. Such is the weakness of my character to give voice to that opinion-
GB
----- Original Message -----
From: TBYH@aol.com
To: pietenpol-list@matronics.com
Sent: Tuesday, April 05, 2005 2:27 PM
Subject: Pietenpol-List: Re: Weber Carb
My guess is that there isn't enough fuel pressure. Runs fine until the carb bowl
runs empty then she quits. But there must be just enought fuel/head pressure
to refill the carb relatively quickly -- then she starts right up again. Any
chance the fuel filter is partially plugged, or fuel line? Could possibly be
an electric component in the ignition that is heating up and then opens the circuit
-- but I imagine you have a magneto. Sounds like fuel starvation to me...FWIW.
Been working on my Piet's landing gear struts and metal fittings. With this nice
spring weather I sure wish it were finished -- couple years yet, though, unless
I win the Powerball or some other lottery. Then it won't be a case of building
faster than budget allows...!
Fred B.
Message 10
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Piet with Approx 600 Hrs. TTAE. 90 HP Franklin with starter but
no electric system. Rebuilt in 1993 and covered with Stits. Dual
Throttles and Mixtures. Wing and fuselage fuel tanks. DFW area.
$12000. email jvgazda@aol.com for additional info and pictures.
Jerry
Message 11
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In a message dated 4/5/2005 6:54:14 PM Central Standard Time,
gcardinal@mn.rr.com writes:
Dale Johnson and I had the same problem. Engine would start and run fine but
the fuel bowl would empty out. The problem was an air-bound fuel line.
The fix was easy. Just lift the tail as high as possible for a minute or so
until the air bubble worked it's way back up to the tank.
That's the first thing I thought of. The fuel line from the carb MUST be a
continous slope down to the gascolator, then up to the tank. No place for air
to accumulate. Fuel starvation is the most common reason of engine failures.
Design your fuel system very carefully, and double check fuel delivery rate,
with the airframe jacked up in the highest angle of attack. In this attitude,
it should deliver at least 150% of the maximum fuel consumption of the
engine. 200% would be even better.
Chuck G.
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