---------------------------------------------------------- Pietenpol-List Digest Archive --- Total Messages Posted Tue 07/19/05: 16 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 04:16 AM - Re: Ford "A" engine (Phillips, Jack) 2. 04:19 AM - Re: playing with the mixture control & Flight Plan (Textor, Jack) 3. 04:35 AM - Re: Brodhead FLight Plan (Phillips, Jack) 4. 05:33 AM - flight plans to Brodhead (Michael D Cuy) 5. 07:16 AM - Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 (Brad Smith) 6. 07:34 AM - Re: Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 (Charles Mullins) 7. 07:41 AM - Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 (Brad Smith) 8. 07:44 AM - Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 (Brad Smith) 9. 07:50 AM - Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 (Brad Smith) 10. 08:01 AM - Broadhead shuttle (Rick Holland) 11. 05:47 PM - Re: Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 (Galen Hutcheson) 12. 07:11 PM - Rudder issue appears solved (Christian Bobka) 13. 07:28 PM - Re: Rudder issue appears solved (Jeff Boatright) 14. 09:29 PM - Re: playing with the mixture control & Flight Plan (Rcaprd@aol.com) 15. 09:43 PM - Mixture & Altitude (Rcaprd@aol.com) 16. 09:58 PM - Re: Mixture & Altitude (Dick Navratil) ________________________________ Message 1 _____________________________________ Time: 04:16:39 AM PST US Subject: RE: Pietenpol-List: Ford "A" engine From: "Phillips, Jack" --> Pietenpol-List message posted by: "Phillips, Jack" Yep - for a Pietenpol, the service ceiling should be defined as the point where Vx, Vy and Vso all intersect - flying right on the verge of a stall. Just like an A310 at FL 360 Jack Phillips--> Pietenpol-List message posted by: "John Dilatush" ----- Original Message ----- From: "Phillips, Jack" Subject: RE: Pietenpol-List: Ford "A" engine ================================ Jack and Oscar, I estimate that the power to keep a Piet aloft at 10,000 feet should be about 45 hp. Power required to maintain flight increases somewhat with altitude, but have no formula for this, if there is one. So I have guessed at the 45 hp number. And of course the weight of the plane is a major factor and I again assumed that Chuck would be at about 900 lbs solo. The main point to realize is that you lose about 3% of your SL hp for each 1,000 feet of altitude. So at 10,000 feet Chuck loses almost 20 hp leaving only about 45 hp! In estimating the ceiling for Chuck's 65 hp Piet, I assumed this would be the absolute, staggering, button biting, "Oh my God!" max altitude possible, not the officially defined service ceiling which is 100 fpm rate of climb still available for the plane. I just assumed standard temp and pressure. It will be interesting to hear from him when he has tried it, supposedly this last weekend. John ________________________________ Message 2 _____________________________________ Time: 04:19:43 AM PST US Subject: RE: Pietenpol-List: playing with the mixture control & Flight Plan From: "Textor, Jack" Chuck, You can check out Antique Airfield and the AAA/APM at http://www.aaa-apm.org/. It's a neat area but can be tricky to land. I can fax you a layout of the field if you would like. The fly-in there is member only, so you might call ahead to see if you can camp for the night (641-938-2773). If you need a "member sponsor" feel free to use me. I hope to depart (via Suburban) Friday. Would like to arrive early afternoon. After OSH I plan to drive through Madison to pick up some wood at McCormick. Have a safe flight! Jack Textor Des Moines ________________________________ From: owner-pietenpol-list-server@matronics.com on behalf of Rcaprd@aol.com Subject: Re: Pietenpol-List: playing with the mixture control & Flight Plan In a message dated 7/18/2005 2:30:26 PM Central Standard Time, Michael.D.Cuy@grc.nasa.gov writes: Chuck G.....did you get to do any experiments with your mixture control on your Stromberg ? I still haven't got to flight test my mixture control. It usually takes me at least twice as long as I anticipate it should take. I built a bracket, and arm...twice. Also, In preparation of my trek to Brodhead, I installed the CHT / EGT, painted the exhaust, improved the carb heat muff, re-secured a lot of cables & wires under the cowl - using the double Adel Clamp method, re-secured wiring in the instrument panel, installed a few more cockpit amenities, changed the front windshield, building hard points for the Pig Bombs, plus quite a bit of routine maintenance. I'm off work tomorrow, so I can finish up the loose ends, but everything is pretty much buttoned up. Well...I'll just do this, or do that before I take 'er back up. It just goes on and on !! I'm going to 'Stretch 'er Legs' at some higher altitudes, on this cross country, as opposed to how I did a lot of the trip the past two summers...airport hopping about every hour or two. I'll keep a close eye on fuel burn, if I'm not shivering too much up there !! I'm planning on Wednesday morning departure, with the first fuel stop at Amelia Earhart field in Atchenson KS - about 175 mile leg. Then to either Kirksville Regional, or Northwest Regional (near Maryville Missouri. On to Centerville Iowa to find out about Antique Field, near Ottumwa Iowa. I hope to pitch the tent at Antique Field, Wednesday night. Probably one fuel stop at Maquoeta Iowa, and on in to Brodhead on Thursday. I'll be using the 'Corky Sponsored Flight Following' again this year !! Thanks Corky !! Mike, Do you get to Brodhead with one fuel stop ? Jack, What is your flight plan ? Anyone else with a flight plan ? Chuck G. NX770CG ________________________________ Message 3 _____________________________________ Time: 04:35:41 AM PST US Subject: Pietenpol-List: RE: Brodhead FLight Plan From: "Phillips, Jack" Hi Chuck, I'm planning on leaving Thursday morning, heading from Raleigh to Cleveland, Ohio, to meet up with Mike Cuy. I'm planning on stops at Blacksburg, VA; Summerwinds, WV; and New Philadelphia, OH on the way to Mike's home field at Columbia Station. Should be around 7 hours of flying Friday morning Mike and I will depart Columbia Station heading to Brodhead, with stops at Bryan, OH; Valparaiso, IN; and Poplar Grove, IL. Again, about 7 hours flying time, depending on wind. We should get there sometime around 4 or 5 Friday afternoon. I'll head to OSH Sunday morning and stay there until Wednesday, when I'll depart for Jackson, Tennessee with stops at Poplar Grove, IL; Pontiac, IL; Shelbyville, IL; and Metropolis, IL (Illinois is an awfully long state). This will be a long day with 9 or 10 hours of flying. I'll spend a day or two in Jackson visiting family, then fly another long day all the way back to Raleigh, with stops in Pulaski, TN; Rome, GA; Pickens, SC; and Lincolnton, NC. Again 9 or 10 hours, depending on winds. Altogether 2,145 miles. Hope the weather will be good. Jack Phillips NX899JP Raleigh, NC -----Original Message----- From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Rcaprd@aol.com Subject: Re: Pietenpol-List: playing with the mixture control & Flight Plan I'm planning on Wednesday morning departure, with the first fuel stop at Amelia Earhart field in Atchenson KS - about 175 mile leg. Then to either Kirksville Regional, or Northwest Regional (near Maryville Missouri. On to Centerville Iowa to find out about Antique Field, near Ottumwa Iowa. I hope to pitch the tent at Antique Field, Wednesday night. Probably one fuel stop at Maquoeta Iowa, and on in to Brodhead on Thursday. I'll be using the 'Corky Sponsored Flight Following' again this year !! Thanks Corky !! Mike, Do you get to Brodhead with one fuel stop ? Jack, What is your flight plan ? Anyone else with a flight plan ? Chuck G. NX770CG ________________________________ Message 4 _____________________________________ Time: 05:33:33 AM PST US From: Michael D Cuy Subject: Pietenpol-List: flight plans to Brodhead --> Pietenpol-List message posted by: Michael D Cuy Chuck-- Good to hear you are finishing up the details. I just about ended up doing a condition inspection on my Air Camper this past week. Good though--it needed it. I can't make Brodhead in one fuel stop. Very close though with a range of 450 miles with one stop. Just too long in the saddle for 3+ hour legs. Jack and I will basically head due west from Cleveland, hang a right around Joliet, Illinois or thereabouts and hit Poplar Grove, Illinois as he mentioned before the 30 minute or so flight to Brodhead over southern Beloit. Pickup State Highway 81 to Brodhead Airport. (actually follow the gps is more like it) Look forward to seeing you and all the others on the list who are able to make the fly-in. MIke C. ________________________________ Message 5 _____________________________________ Time: 07:16:56 AM PST US s=s1024; d=yahoo.com; b=CwLl/hoOWVHEyk74UwCkOPSyQAOSkNXrErElT7mmRh/Xr/OQaruKJAv7AGC5oqRoOYufSjOisArsRirrloabxPrPCEWLz8lCvXeCvFG0ZwE+B7QNarwXMp6a6nFl1zmajN5DvE8CDKWwUcpIt77XWlBuTK6JtSQVqMxVXmSQv7A= ; From: Brad Smith Subject: Pietenpol-List: Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 --> Pietenpol-List message posted by: Brad Smith >> Albatros DIII. >Sounds like a fun plane to build. I have a friend who >is building a Nieuport replica. That is where the inspiration comes from... and I have a set of Graham Lee Nieuport plans. :) Cool planes! >It does have the aluminum heads and higher compression >pistons. It has a Model B grind on the cam, inserts >on the bearings and copper babbiting. Ken builds a >larger water pump I think. It runs a Slick mag too. >Of course it has the internal pressure oiling and the >usual mods for flight. The prop flying on Ken's Piet, >which has the same engine he's building for me, has a >Falin 77 1/4 inch by I think 44 or 47 pitch. It turns >1800 rpms static and 2250 rpms in climb. These are >Ken's stats. I'm not sure I can use that prop since I >have a totally different airplane, but that will be a >starting point. It sounds like a mildly modified A has even more torque than I thought... This engine is sounding better and better. >Hope this as been of some help and I will be happy to >answer any questions you have if I can. Are you >building from plans or is it your own design? I am >doing my on engineering so it is taking me a little >longer. >Doc H. Hmmm... there's no straight answer to that question. It is partly from plans, partly my design, and partly the design of a "professional." I don't feel qualified to do everything myself... so I have a retired aerospace engineer from NASA helping me... he'll probably sell plans when we're done. I have no interest in the "airplane business." Current plans are to use wings done like the Graham Lee Nieuport (easy and not too expensive, and VERY light!) but everything else designed from scratch. Tail surfaces also aluminum tube and fabric, fuselage is open to a couple of methods, one of which is of course wood, the other aluminum tube with a foam and fiberglass shell. (I think the one that Frank Ryder did was welded steel tube with a foam and 'glass shell.) I'm leaning toward wood, but that is a LOT of bending and scarfing plywood! If everything goes as planned, it will be able to be changed from a DIII to a DI or DII by changing the wings and struts- I'm planning to have lower spar carry throughs for both configurations, so it would be a "bolt on" change... and of course changing the tip of the cowl and adding/removing the spinner changes from the German to Austrian varients. :) Brad __________________________________ Stay connected, organized, and protected. Take the tour: http://tour.mail.yahoo.com/mailtour.html ________________________________ Message 6 _____________________________________ Time: 07:34:15 AM PST US From: "Charles Mullins" Subject: Re: Pietenpol-List: Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 --> Pietenpol-List message posted by: "Charles Mullins" Brad, Sorry to but-in on the discussion but I had a chance to examine Frank's plane in question. If I remember right (you have to remember that that was along time ago) it was a plywood covered fuselage. The plane was a little on the heavy side and underpowered. I had the privilege to get personal tours of the museum and to talk to Frank on several occasions. He jumped all over me for smoking since he lost his parents from smoking related diseases and it was all because he cared. He is still missed. He was a fantastic guy and engineer. Moon ----- Original Message ----- From: "Brad Smith" Subject: Pietenpol-List: Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 > --> Pietenpol-List message posted by: Brad Smith > > > >> Albatros DIII. > > >Sounds like a fun plane to build. I have a friend > who > >is building a Nieuport replica. > > That is where the inspiration comes from... and I have > a set of Graham Lee Nieuport plans. :) Cool planes! > > >It does have the aluminum heads and higher > compression > >pistons. It has a Model B grind on the cam, inserts > >on the bearings and copper babbiting. Ken builds a > >larger water pump I think. It runs a Slick mag too. > >Of course it has the internal pressure oiling and the > >usual mods for flight. The prop flying on Ken's > Piet, > >which has the same engine he's building for me, has a > >Falin 77 1/4 inch by I think 44 or 47 pitch. It > turns > >1800 rpms static and 2250 rpms in climb. These are > >Ken's stats. I'm not sure I can use that prop since I > >have a totally different airplane, but that will be a > >starting point. > > It sounds like a mildly modified A has even more > torque than I thought... This engine is sounding > better and better. > > >Hope this as been of some help and I will be happy to > >answer any questions you have if I can. Are you > >building from plans or is it your own design? I am > >doing my on engineering so it is taking me a little > >longer. > > >Doc H. > > Hmmm... there's no straight answer to that question. > It is partly from plans, partly my design, and partly > the design of a "professional." I don't feel > qualified to do everything myself... so I have a > retired aerospace engineer from NASA helping me... > he'll probably sell plans when we're done. I have no > interest in the "airplane business." > > Current plans are to use wings done like the Graham > Lee Nieuport (easy and not too expensive, and VERY > light!) but everything else designed from scratch. > Tail surfaces also aluminum tube and fabric, fuselage > is open to a couple of methods, one of which is of > course wood, the other aluminum tube with a foam and > fiberglass shell. (I think the one that Frank Ryder > did was welded steel tube with a foam and 'glass > shell.) I'm leaning toward wood, but that is a LOT of > bending and scarfing plywood! > > If everything goes as planned, it will be able to be > changed from a DIII to a DI or DII by changing the > wings and struts- I'm planning to have lower spar > carry throughs for both configurations, so it would be > a "bolt on" change... and of course changing the tip > of the cowl and adding/removing the spinner changes > from the German to Austrian varients. :) > > Brad > > > __________________________________ > Stay connected, organized, and protected. Take the tour: > http://tour.mail.yahoo.com/mailtour.html > > > -- > > ________________________________ Message 7 _____________________________________ Time: 07:41:57 AM PST US s=s1024; d=yahoo.com; b=4g/8t6WT4AGEw/79YCdu0eQ4wh/EiebBFwo/U/7+NILcsgbJyn/LvRjFxuCKIogZZRjx4b+jm+/hi0C4qrhNLPufbm+Mmaw5ouS23Q0v3UdV/HAPivyYp6uqfsTnA5V2yuQwop/xctENUpCwPufM77mO9+OoPVZHLQ3SCZMnqKs= ; From: Brad Smith Subject: Pietenpol-List: Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 --> Pietenpol-List message posted by: Brad Smith >>Chuck G.....did you get to do any experiments with >>your mixture control on your Stromberg ? >I did ground tests Sunday with full power, full rich, >then slowly leaned out the mixture and got >an initial rise from 2150 rpm static but on >subsequent leanings that didn't occur. I was >surprised to see how far I had to move the mixture >arm though to get the rpm's to drop off. Wired it >back to 'almost full rich'. Only reason I'm >tinkering is that even after setting the float level >I'm producing dusty black chalk in the exhaust >pipes.....and on all 8 plugs. >Mike C. Mike, Is this on an "A" engine with dual plugs?? ________________________________ Message 8 _____________________________________ Time: 07:44:25 AM PST US s=s1024; d=yahoo.com; b=13b/2lhGabNbhH8v7AL5NnWtbITkVeewmIEvJg3/IQ47sFA4xLBuxpGUXk7NHBaTw9fyNhJU6e2OotkIWNIqTPejhCqYXy8U8tIvU2SjQy5DG0i/yJiaYNoAaMuv3ft1WQQ8d5blE1K4s5c/KVG+pkrabmR9moR4sbXBS5I0sPY= ; From: Brad Smith Subject: Pietenpol-List: Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 --> Pietenpol-List message posted by: Brad Smith >Maybe somebody has already posted this, but in case >not- there is an >excellent write-up on testing and modifying the A >engine, at this link: >http://users.aol.com/gmaclaren/dyno.html Oscar, Thanks for the info. I've seen that one before, and have it bookmarked, but I bet a lot of other folks haven't! Brad ________________________________ Message 9 _____________________________________ Time: 07:50:44 AM PST US s=s1024; d=yahoo.com; b=vlis4IDS1ZGodbgxWOqS8WDZy2NMxOrnxXDhm/e5VHQu8mDTq9jZGyrbnV4sVV0EPMkZDP/eJv4SWH19SeZ6T2WvH3DJsZs2VFXarf37cgAnWSabYJUhys7SdySEbxF10gx1M0ZZDRep3Fc1Or2k7Wa1kZmt1CrAkT6oZlmrT6M= ; From: Brad Smith Subject: Pietenpol-List: Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 --> Pietenpol-List message posted by: Brad Smith >I bought one of the dual ignition aluminum heads and >I'm working on a dual mag installation. I don't know what mags you are planning to use... but the ones from the 4A084 military genset engine can be had for $125 each from Saturn Surplus. They run at full crank speed. >The Chevy six sounds interesting. Do you know about a >man named Ryder (Frank I think). He had a WWI museum in >Guntersville, AL about 30 miles away. >He had a beautiful Albitross in his collection. >However, it was powered with a Ford Pinto engine which >wasn't enough. Ryder and his family were killed in a >crash near Chicago (icing) several years ago. I don't >know the disposition of his collection, but if you're >interested, I could find out. Carl I think that aircraft was supposed to be kitted, but his death stopped all of that. The collection was sold off and is scattered all over the world from what I understand. I was looking long and hard at the Pinto engine too... as well as the new Duratec. The problem is that neither equals the A in low-rpm torque (because they're only 2.3 liter engines.) The Duratec would be really close to the A in weight, the Pinto would be heavier! Either of those could make a nice conversion with a reduction drive... but I don't want to deal with all that. Brad ________________________________ Message 10 ____________________________________ Time: 08:01:08 AM PST US From: Rick Holland Subject: Pietenpol-List: Broadhead shuttle For any of you Broadhead attendees who are flying in and are too wimpy (like me) to camp out, I am staying at a hotel in Monroe (15 miles) and will have a rental car. Can drive anyone that wants a ride Friday evening, back Saturday morning, Saturday evening then back Sunday morning. Just look for the guy measuring everyone's landing gear and asking dumb landing gear build questions. (By the way, I have never had a ride in a Piet, sure would be fun). -- Rick Holland ________________________________ Message 11 ____________________________________ Time: 05:47:39 PM PST US s=s1024; d=yahoo.com; b=EWdKFR9ARLfoXJoKpCxgwnDD8qOOA+y1cjaaA7kSlFhPdpttt1NuUV1upO6gkj522w0dAGhRnfYhMvxdGqvw07bCAdPjxvjlgM+gPme6zPFSS0z63o71u2FJmQIzMiu511ulK28JPQcoZDns22vfzzMlJaa3Ey/lk+rACfp40KE= ; From: Galen Hutcheson Subject: Re: Pietenpol-List: Re: Pietenpol-List Digest: 15 Msgs - 07/18/05 --> Pietenpol-List message posted by: Galen Hutcheson Brad, it sounds like a nice project. I pefer wood construction myself as all the earliest airplanes were constructed from wood. Wood is pretty easy to work with and very durable and light. I am engineering my plane almost all myself. I did use the Piet fuselage schematic, but made several changes to accomodate my needs. I am using the Pietenpol ribs, again modified to what I need. The Ford A engine gives me around 80% of the horsepower of an OX-5 and my plane should weigh about 60-70% of a full sized Jenny. As I recall, my wing loading was somewhere around 4-5 lbs/sq ft of wing, which is very light. So if I can keep the weight down, I should have better preformance than the origional Jenny. Good luck on your project. Doc Do Not Archive --- Brad Smith wrote: > --> Pietenpol-List message posted by: Brad Smith > > > > > > > > > > > __________________________________ > Stay connected, organized, and protected. Take the > tour: > http://tour.mail.yahoo.com/mailtour.html > > > > > > browse > Subscriptions page, > FAQ, > > > > > > > > > > http://www.yahoo.com/r/hs ________________________________ Message 12 ____________________________________ Time: 07:11:01 PM PST US d="scan'208,217"; a="1142888740:sNHT31223108" From: "Christian Bobka" Subject: Pietenpol-List: Rudder issue appears solved We have only a few more hours to fly off on the Pietenpol. Then off to Brodhead on Thursday. I have been wrestling with the right-rudder-needing- to-be-held problem now for 36 or so flight hours. The answer was still elusive until today. My leg was cramping from always having to hold right rudder. Anyway, I fly today from Stanton down to Faribault and notice that Cliff Hatz was down below so now knowing I could get a start when it was time to leave, I elected to land and chat with him. While there, I decided I would grab the tiedown kit, folding chair, and pillow from the Cessna 140 as I would need the stuff at Brodhead. I wedged the pillow down to the left of the stick assembly in the front cockpit and then folded the left rudder pedal aft and put the chair down on the pillow fore and aft with one end at the firewall and the other end just forward of full extension on the left rudder input for the aft cockpit's rudder bar. I took off and there was no need to hold right rudder. Like magic, the need to hold it disappeared. I then flew over to Stanton and started to unload. And then I found them. Dale had put springs between the front cockpit's rudder pedals and the firewall. They were incredibly big too. No wonder! As it turns out, he sized them to match the size of spring normally found between the rudder and the tailwheel arms! Yikes! We disconnected the cables between the rudder bar and the front rudder pedals and there must have been a 5 pound pull on the cable due to the spring. Could you imagine if one rudder cable broke or otherwise became disconnected? You would have had a hard over rudder with no way for it to aerodynamically streamline itself. Yikes! I told him "no springs at all". I should have looked sooner. I am embarrassed! Chris ________________________________ Message 13 ____________________________________ Time: 07:28:01 PM PST US From: Jeff Boatright Subject: Re: Pietenpol-List: Rudder issue appears solved Excellent, timely find. Congrats, good luck, and have fun at B'head. >We have only a few more hours to fly off on the Pietenpol. Then off >to Brodhead on Thursday. ... I told him "no springs at all". ... > >Chris ________________________________ Message 14 ____________________________________ Time: 09:29:01 PM PST US From: Rcaprd@aol.com Subject: Re: Pietenpol-List: playing with the mixture control & Flight Plan In a message dated 7/19/2005 12:40:33 PM Central Standard Time, jtextor@thepalmergroup.com writes: Chuck, You can check out Antique Airfield and the AAA/APM at http://www.aaa-apm.org/. It's a neat area but can be tricky to land. I can fax you a layout of the field if you would like. The fly-in there is member only, so you might call ahead to see if you can camp for the night (641-938-2773). If you need a "member sponsor" feel free to use me. I hope to depart (via Suburban) Friday. Would like to arrive early afternoon. After OSH I plan to drive through Madison to pick up some wood at McCormick. Have a safe flight! Jack Textor Des Moines Thanks, Jack !! I'll give them a call tomorrow. I am very interested in the museum there, too, so that would be a really great stop. See ya at Brodhead !! Chuck G. NX770CG ________________________________ Message 15 ____________________________________ Time: 09:43:41 PM PST US From: Rcaprd@aol.com Subject: Pietenpol-List: Mixture & Altitude I did my first flight with the new mixture control, and CHT & EGT, this evening. I kept track of all the paramaters, but I don't have it with me now. I climbed full power to 5000 feet, the pulled power back to 1900 rpm, and climbed on up to 6400 feet, and tried the mixture control at each 1000 foot incriment, and it didn't give any increase in rpm. Kind of disapointing for the first flight test. This was just the first flight test, with many more to come. The sun wouldn't wait for me, so I had to return to earth... I've never had my ol' Pietenpol up any higher than 3500 - 4000. The earth sure looks different up there, and it wasn't too cold, about 95=BA on the ground, and about 70=BA. Chuck G. NX770CG ________________________________ Message 16 ____________________________________ Time: 09:58:32 PM PST US From: "Dick Navratil" Subject: Re: Pietenpol-List: Mixture & Altitude Hey Chuck I am just curious about your performance at 95 degrees on climb. It has been quite hot here also and I've not wanted to go out in it. I tried it at about 89 last year with full fuel and 80 lb in the front seat and I didn't climb all that well. I was also a bit concerned about the heat bubble on our paved runway. I'll be leaving Fri am. See ya'll mid aft. Dick N. NX2RN ----- Original Message ----- From: Rcaprd@aol.com To: pietenpol-list@matronics.com Sent: Tuesday, July 19, 2005 11:40 PM Subject: Pietenpol-List: Mixture & Altitude I did my first flight with the new mixture control, and CHT & EGT, this evening. I kept track of all the paramaters, but I don't have it with me now. I climbed full power to 5000 feet, the pulled power back to 1900 rpm, and climbed on up to 6400 feet, and tried the mixture control at each 1000 foot incriment, and it didn't give any increase in rpm. Kind of disapointing for the first flight test. This was just the first flight test, with many more to come. The sun wouldn't wait for me, so I had to return to earth... I've never had my ol' Pietenpol up any higher than 3500 - 4000. The earth sure looks different up there, and it wasn't too cold, about 95=BA on the ground, and about 70=BA. Chuck G. NX770CG