Today's Message Index:
----------------------
1. 04:58 AM - sky scout gear (Douwe Blumberg)
2. 05:07 AM - gear weights (Douwe Blumberg)
3. 06:51 AM - Re: Long time reader, first time writer (Rick Holland)
4. 06:56 AM - Brodhead wing ribs (Ed G.)
5. 07:07 AM - Re: sky scout gear (Christian Bobka)
6. 07:07 AM - Re: gear weights (Christian Bobka)
7. 07:13 AM - Re: Brodhead wing ribs (Rick Holland)
8. 07:14 AM - Re: Brodhead wing ribs (Jdavis2a@wmconnect.com)
9. 07:37 AM - Re: Brodhead wing ribs (Egan, John)
10. 08:29 AM - Re: Brodhead wing ribs (Ed G.)
11. 08:39 AM - Re: Brodhead wing ribs (walt evans)
12. 09:34 AM - Re: Brodhead wing ribs (Ed G.)
13. 12:11 PM - The Hofmann Hilton Resort Camping Facility (Michael D Cuy)
14. 02:02 PM - Broadhead photos (barnstmr@aol.com)
15. 02:15 PM - Broadhead photos (Michael D Cuy)
16. 02:43 PM - Re: gear weights (jimboyer@direcway.com)
17. 02:58 PM - Re: Broadhead photos (Jim Markle)
18. 03:26 PM - Re: Broadhead photos (Textor, Jack)
19. 06:50 PM - Re: Adventure '05 Crunching the Numbers (Rcaprd@aol.com)
20. 06:58 PM - Re: Adventure '05 Crunching the Numbers (Rcaprd@aol.com)
21. 07:01 PM - Re: Adventure '05 Crunching the Numbers (Rcaprd@AOL.COM)
22. 07:03 PM - Re: Adventure '05 Crunching the Numbers (Rcaprd@aol.com)
23. 07:13 PM - Re: Adventure '05 Crunching the Numbers (Christian Bobka)
24. 07:16 PM - Re: Adventure '05 Crunching the Numbers (TomTravis@aol.com)
25. 07:51 PM - Re: Adventure '05 Crunching the Numbers (Christian Bobka)
26. 08:24 PM - Re: skyscout gear (Cinda Gadd)
27. 08:24 PM - Re: skyscout gear (Cinda Gadd)
28. 08:25 PM - Re: J-3 Landing gear (Cinda Gadd)
29. 08:31 PM - Re: skyscout gear (Christian Bobka)
30. 08:31 PM - FW: Re: J-3 Landing gear (Cinda Gadd)
31. 10:42 PM - Re: Adventure '05 Crunching the Numbers (Rcaprd@aol.com)
32. 11:09 PM - Re: Adventure '05 Crunching the Numbers (Christian Bobka)
33. 11:19 PM - Adventure '05 (Rcaprd@aol.com)
34. 11:29 PM - Re: Adventure '05 (Christian Bobka)
Message 1
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Someone else mentioned "strange geometry" re the scout gear. I can't make sense
of this however. If the pivot points for the "V" are the same as the "improved
gear", the geometry is identical. The only difference is the method of absorbing
the shock, which would have no bearing on the arc the wheels take as they
flex.
It would seem that any "strange geometry" would have been built into the gear.
Am I missing something here?
Douwe
Message 2
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Interesting, Leon's improved gear weighs 48 lbs without bungess, so figure 50 all
up
The axle gear weighs 80 all up.
a savings of ten pounds, wonder if it's worth it
Douwe
Message 3
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| Subject: | Re: Long time reader, first time writer |
Hello Bill
Yes most people use the long (supplemental) fuselage plans if using the
Corvair engine, (and sometimes when using a Lycoming or Continental). Some
people refer to the long fuse plans as the Corvair plans. As far as info on
the Corvair engine conversion this site will give you all the info you need:
http://www.flycorvair.com/index.html
I will let the experts address your Model A questions.
Rick H
On 7/31/05, wdmelvin@netzero.net <wdmelvin@netzero.net> wrote:
>
> --> Pietenpol-List message posted by: "wdmelvin@netzero.net" <
> wdmelvin@netzero.net>
>
>
> Hello everyone,
> I need help. I would like to start building a Piet but am having trouble
> deciding on an engine (suprise). Model A has big time classic look appeal
> not
> so much perf and forward vis (correct me if I'm wrong). Corvair has more
> power
> better forward vis not so much classic appeal (solely my opinion). If
> anyone
> has good numbers on both I would appreciate seeing them as far as weight
> cost
> range speed etc. Does the Corvair version use the extended fuse? Do you
> still
> run an alternator with the Corvair. Money is definitely an issue but would
> like
> a good running toy with max classic appeal. I'm not trying to stir up a
> debate
> just looking for info so you can e-mail me direct to keep from plugging up
> the
> list if you'd like. Thanks.
> Bill
>
>
>
>
--
Rick Holland
Message 4
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| Subject: | Brodhead wing ribs |
--> Pietenpol-List message posted by: "Ed G." <flyboy_120@hotmail.com>
If this is a duplicate post I apologize...I posted it last week but a copy
never came back to me from Matronics....Did anyone notice the wing ribs on
the two one piece wings that were being built in the Pietenpol hanger at
Brodhead? Both sets of ribs were only about 5/16" wide instead of the
normal 1/2" called out in the plans and the gussets were only about a third
the size shown in the plans. I would bet that they were close to half the
weight of "by the plans" ribs and they looked plenty strong enough....Ed
Grentzer
Message 5
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d="scan'208,217"; a="1372729383:sNHT617909468"
| Subject: | Re: sky scout gear |
Douwe,
I agree with you. It should work fine. I am still working on your other question.
Chris
Braumeister und Inspektor der Flitzer und Flitzermotoren
----- Original Message -----
From: Douwe Blumberg
To: pietenpolgroup
Sent: Monday, August 01, 2005 7:14 AM
Subject: Pietenpol-List: sky scout gear
Someone else mentioned "strange geometry" re the scout gear. I can't make sense
of this however. If the pivot points for the "V" are the same as the "improved
gear", the geometry is identical. The only difference is the method of
absorbing the shock, which would have no bearing on the arc the wheels take as
they flex.
It would seem that any "strange geometry" would have been built into the gear.
Am I missing something here?
Douwe
Message 6
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d="scan'208,217"; a="1372729414:sNHT492236544"
| Subject: | Re: gear weights |
I think you meant 60 instead of 80. Greg and dale's weighs 60.
Chris
Braumeister und Inspektor der Flitzer und Flitzermotoren
----- Original Message -----
From: Douwe Blumberg
To: pietenpolgroup
Sent: Monday, August 01, 2005 7:23 AM
Subject: Pietenpol-List: gear weights
Interesting, Leon's improved gear weighs 48 lbs without bungess, so figure 50
all up
The axle gear weighs 80 all up.
a savings of ten pounds, wonder if it's worth it
Douwe
Message 7
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| Subject: | Re: Brodhead wing ribs |
The 3 piece Piet wing being built in the aeroplane tent in Oshkosh used 1/4"
x 1/4" cap strip for all ribs (like the Pitts).
Rick H
On 8/1/05, Ed G. <flyboy_120@hotmail.com> wrote:
>
> --> Pietenpol-List message posted by: "Ed G." <flyboy_120@hotmail.com>
>
>
> If this is a duplicate post I apologize...I posted it last week but a copy
> never came back to me from Matronics....Did anyone notice the wing ribs on
> the two one piece wings that were being built in the Pietenpol hanger at
> Brodhead? Both sets of ribs were only about 5/16" wide instead of the
> normal 1/2" called out in the plans and the gussets were only about a
> third
> the size shown in the plans. I would bet that they were close to half the
> weight of "by the plans" ribs and they looked plenty strong enough....Ed
> Grentzer
>
>
>
>
--
Rick Holland
Message 8
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| Subject: | Re: Brodhead wing ribs |
I believe the wings you are refering to are Scout wings. Slightly smaller
than the aircamper wings.
JIM
Message 9
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| Subject: | Brodhead wing ribs |
FILETIME=[78907DC0:01C596A6]
--> Pietenpol-List message posted by: "Egan, John" <jegan@kcc.com>
Yes, I asked while I was there, and they were for a Sky Scout.
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ed G.
Subject: Pietenpol-List: Brodhead wing ribs
--> Pietenpol-List message posted by: "Ed G." <flyboy_120@hotmail.com>
If this is a duplicate post I apologize...I posted it last week but a
copy
never came back to me from Matronics....Did anyone notice the wing ribs
on
the two one piece wings that were being built in the Pietenpol hanger at
Brodhead? Both sets of ribs were only about 5/16" wide instead of the
normal 1/2" called out in the plans and the gussets were only about a
third
the size shown in the plans. I would bet that they were close to half
the
weight of "by the plans" ribs and they looked plenty strong enough....Ed
Grentzer
This e-mail is intended for the use of the addressee(s) only and may contain privileged,
confidential, or proprietary information that is exempt from disclosure
under law. If you have received this message in error, please inform us promptly
by reply e-mail, then delete the e-mail and destroy any printed copy.
Thank you.
==============================================================================
Message 10
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| Subject: | Brodhead wing ribs |
--> Pietenpol-List message posted by: "Ed G." <flyboy_120@hotmail.com>
Okay....That explains why the fuselages looked like a short Fuselage Air
Camper with split gear..I didn't know that the Scout used smaller rib
material.Thanks Ed Grentzer
>From: "Egan, John" <jegan@kcc.com>
>Reply-To: pietenpol-list@matronics.com
>To: pietenpol-list@matronics.com
>Subject: RE: Pietenpol-List: Brodhead wing ribs
>Date: Mon, 1 Aug 2005 09:36:56 -0500
>
>--> Pietenpol-List message posted by: "Egan, John" <jegan@kcc.com>
>
>Yes, I asked while I was there, and they were for a Sky Scout.
>
>-----Original Message-----
>From: owner-pietenpol-list-server@matronics.com
>[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ed G.
>Sent: Monday, August 01, 2005 8:56 AM
>To: pietenpol-list@matronics.com
>Subject: Pietenpol-List: Brodhead wing ribs
>
>
>--> Pietenpol-List message posted by: "Ed G." <flyboy_120@hotmail.com>
>
>
>If this is a duplicate post I apologize...I posted it last week but a
>copy
>never came back to me from Matronics....Did anyone notice the wing ribs
>on
>the two one piece wings that were being built in the Pietenpol hanger at
>
>Brodhead? Both sets of ribs were only about 5/16" wide instead of the
>normal 1/2" called out in the plans and the gussets were only about a
>third
>the size shown in the plans. I would bet that they were close to half
>the
>weight of "by the plans" ribs and they looked plenty strong enough....Ed
>
>Grentzer
>
>
>This e-mail is intended for the use of the addressee(s) only and may
>contain privileged, confidential, or proprietary information that is exempt
>from disclosure under law. If you have received this message in error,
>please inform us promptly by reply e-mail, then delete the e-mail and
>destroy any printed copy. Thank you.
>==============================================================================
>
>
Message 11
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| Subject: | Re: Brodhead wing ribs |
--> Pietenpol-List message posted by: "walt evans" <wbeevans@verizon.net>
Ed,
The lumber list that I ordered spruce from stated "under 65 hp use
1/4"X1/4" cap strips,,,over 65hp use 1/4"X1/2" capstrip".
I used 1/4"X1/2".
walt evans
NX140DL
----- Original Message -----
From: "Ed G." <flyboy_120@hotmail.com>
Subject: Pietenpol-List: Brodhead wing ribs
> --> Pietenpol-List message posted by: "Ed G." <flyboy_120@hotmail.com>
>
>
> If this is a duplicate post I apologize...I posted it last week but a copy
> never came back to me from Matronics....Did anyone notice the wing ribs on
> the two one piece wings that were being built in the Pietenpol hanger at
> Brodhead? Both sets of ribs were only about 5/16" wide instead of the
> normal 1/2" called out in the plans and the gussets were only about a
third
> the size shown in the plans. I would bet that they were close to half the
> weight of "by the plans" ribs and they looked plenty strong enough....Ed
> Grentzer
>
>
Message 12
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| Subject: | Re: Brodhead wing ribs |
--> Pietenpol-List message posted by: "Ed G." <flyboy_120@hotmail.com>
That's interesting Walt...I never heard that one before...Ed Grentzer do
not archive
>From: "walt evans" <wbeevans@verizon.net>
>Reply-To: pietenpol-list@matronics.com
>To: <pietenpol-list@matronics.com>
>Subject: Re: Pietenpol-List: Brodhead wing ribs
>Date: Mon, 01 Aug 2005 11:24:59 -0400
>
>--> Pietenpol-List message posted by: "walt evans" <wbeevans@verizon.net>
>
>Ed,
> The lumber list that I ordered spruce from stated "under 65 hp use
>1/4"X1/4" cap strips,,,over 65hp use 1/4"X1/2" capstrip".
>I used 1/4"X1/2".
>
>walt evans
>NX140DL
>
>----- Original Message -----
>From: "Ed G." <flyboy_120@hotmail.com>
>To: <pietenpol-list@matronics.com>
>Sent: Monday, August 01, 2005 9:56 AM
>Subject: Pietenpol-List: Brodhead wing ribs
>
>
> > --> Pietenpol-List message posted by: "Ed G." <flyboy_120@hotmail.com>
> >
> >
> > If this is a duplicate post I apologize...I posted it last week but a
>copy
> > never came back to me from Matronics....Did anyone notice the wing ribs
>on
> > the two one piece wings that were being built in the Pietenpol hanger at
> > Brodhead? Both sets of ribs were only about 5/16" wide instead of the
> > normal 1/2" called out in the plans and the gussets were only about a
>third
> > the size shown in the plans. I would bet that they were close to half
>the
> > weight of "by the plans" ribs and they looked plenty strong enough....Ed
> > Grentzer
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 13
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| Subject: | The Hofmann Hilton Resort Camping Facility |
--> Pietenpol-List message posted by: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Finally back to catch up on all the e-mails. I wanted to thank lister and
Taylorcraft owner
and all-round nice guy John Hoffmann for hosting Jack Phillips and I nearby
his great camping
setup, eatery, grill, and refreshment center at Brodhead. We've already
made reservations for next year.
Thanks John and to many of the other lister I got to meet like Ed G. Chuck.
G. Dick N. Douwe B. Jim M. and more.
Meeting Javier Cruz was fantastic. What a neat guy.....and so gracious.
Mike C. in Ohio
Message 14
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| Subject: | Broadhead photos |
Anxiously awaiting to see photos from Broadhead.
Terry L. Bowden
still hoping to make it next year
-----Original Message-----
From: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Subject: Pietenpol-List: The Hofmann Hilton Resort Camping Facility
--> Pietenpol-List message posted by: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Finally back to catch up on all the e-mails. I wanted to thank lister and Taylorcraft
owner
and all-round nice guy John Hoffmann for hosting Jack Phillips and I nearby his
great camping
setup, eatery, grill, and refreshment center at Brodhead. We've already made reservations
for next year.
Thanks John and to many of the other lister I got to meet like Ed G. Chuck. G.
Dick N. Douwe B. Jim M. and more.
Meeting Javier Cruz was fantastic. What a neat guy.....and so gracious.
Mike C. in Ohio
Message 15
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| Subject: | Broadhead photos |
.159.8.3.1122772445.squirrel@webmail.inreach.com><5.1.1.5.2.20050801131840.
014e4308@popserve.grc.nasa.gov>
--> Pietenpol-List message posted by: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Terry-- I have a boat load of photos from Brodhead. People and faces from
the list. When I come up for air here
at work and download them I'll either post them on the photoshare or one at
a time on the list. Don't want to annoy
the dial-up users though.
Mike C.
do not archive
Message 16
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| Subject: | Re: gear weights |
--> Pietenpol-List message posted by: jimboyer@direcway.com
What happened to the remaining 20 pounds?
----- Original Message -----
From: Douwe Blumberg <douweblumberg@earthlink.net>
Subject: Pietenpol-List: gear weights
> Interesting, Leon's improved gear weighs 48 lbs without bungess,
> so figure 50 all up
>
> The axle gear weighs 80 all up.
>
> a savings of ten pounds, wonder if it's worth it
>
> Douwe
Message 17
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| Subject: | Re: Broadhead photos |
--> Pietenpol-List message posted by: Jim Markle <jim_markle@mindspring.com>
Terry-- I have a boat load of photos from Brodhead. People and faces from
the list.
WOW! What a relief! Those were flashes from your CAMERA!? I was afraid those
flashes were somehow related to that gift Javier brought from Mexico! (No more
tequila for this lightweight!!!)
jm
When I come up for air here
at work and download them I'll either post them on the photoshare or one at
a time on the list. Don't want to annoy
the dial-up users though.
Mike C.
do not archive
Message 18
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| Subject: | Broadhead photos |
Terry,
I got some video and will now try to figure out how I can get it on the
computer to share.
Jack T
Do not archive
________________________________
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of
barnstmr@aol.com
Subject: Pietenpol-List: Broadhead photos
Anxiously awaiting to see photos from Broadhead.
Terry L. Bowden
still hoping to make it next year
-----Original Message-----
From: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Subject: Pietenpol-List: The Hofmann Hilton Resort Camping Facility
Message 19
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| Subject: | Re: Adventure '05 Crunching the Numbers |
In a message dated 7/31/2005 10:24:26 AM Central Standard Time,
at7000ft@gmail.com writes:
How many frequent flyer miles did you get credit for on that Chuck?
Rick
I just pay myself cash !!
Chuck
Message 20
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| Subject: | Re: Adventure '05 Crunching the Numbers |
In a message dated 7/31/2005 10:49:31 AM Central Standard Time,
sbobka@charter.net writes:
And you are complaining about getting 3.63 gal/hour?
Chris
Naw, I just like to experiment. I'm finding out where all the burn rates
are, for the various power settings, altitude, EGT, CHT, Oil temp, etc... I'm
still planning on finding the service ceiling, and absolute ceiling. I have a
hunch this will change, if I remove the front pit cover. I really like it
there for the cross country flights, because it lowers the drag, keeps a lot of
the wind out of the cockpit, and it's much easier to manage folding the charts.
It gets pretty cold up there, too !! I brought along the new front
windshield, but didn't get the chance to use the quick change, and give some rides.
Chuck G.
Message 21
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| Subject: | Re: Adventure '05 Crunching the Numbers |
In a message dated 7/31/2005 12:36:18 PM Central Standard Time,
horzpool@goldengate.net writes:
Chris
What are you burning? I have been at about 4.1 gph. I checked the engine
manual, it should be more like 3.7 gph. I was getting ready to do some trouble
shooting. My flying has been at less than 2500' at 2100 rpm.
Dick N.
Dick,
Try a flight at 1950 to 2000 rpm, and I can almost guarantee your burn rate
will drop.
Chuck G.
Message 22
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| Subject: | Re: Adventure '05 Crunching the Numbers |
In a message dated 7/31/2005 4:36:33 PM Central Standard Time,
sbobka@charter.net writes:
I have always found that flight planning at 4.0 was pretty much on the money.
I get 4.0 on the C-85 in the Cessna 140 when I lean at altitude.
chris
Chris,
I always plan on the 4.0 gph also.
I was wondering what altitude you begin to lean it out at ?
Chuck G.
Message 23
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d="scan'208,217"; a="1384896651:sNHT127034352"
| Subject: | Re: Adventure '05 Crunching the Numbers |
I lean out after takeoff and continue to lean in the climb, keeping it to the rich
side a little.
Chris
Braumeister und Inspektor der Flitzer und Flitzermotoren
----- Original Message -----
From: Rcaprd@aol.com
To: pietenpol-list@matronics.com
Sent: Monday, August 01, 2005 9:03 PM
Subject: Re: Pietenpol-List: Adventure '05 Crunching the Numbers
In a message dated 7/31/2005 4:36:33 PM Central Standard Time, sbobka@charter.net
writes:
I have always found that flight planning at 4.0 was pretty much on the money.
I get 4.0 on the C-85 in the Cessna 140 when I lean at altitude.
chris
Chris,
I always plan on the 4.0 gph also.
I was wondering what altitude you begin to lean it out at ?
Chuck G.
Message 24
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| Subject: | Re: Adventure '05 Crunching the Numbers |
In a message dated 8/1/2005 9:14:31 P.M. Central Standard Time,
sbobka@charter.net writes:
I lean out after takeoff and continue to lean in the climb, keeping it to
the rich side a little.
Chris,
Do you have an EGT gauge?
Tom
Message 25
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d="scan'208,217"; a="1081361967:sNHT53297320"
| Subject: | Re: Adventure '05 Crunching the Numbers |
No, I just note the full rpm rise and then lean for half the rise.
Chris
Braumeister und Inspektor der Flitzer und Flitzermotoren
----- Original Message -----
From: TomTravis@aol.com
To: pietenpol-list@matronics.com
Sent: Monday, August 01, 2005 9:16 PM
Subject: Re: Pietenpol-List: Adventure '05 Crunching the Numbers
In a message dated 8/1/2005 9:14:31 P.M. Central Standard Time, sbobka@charter.net
writes:
I lean out after takeoff and continue to lean in the climb, keeping it to the
rich side a little.
Chris,
Do you have an EGT gauge?
Tom
Message 26
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s=test1; d=earthlink.net;
b=Ma29PIZmvP59r6sG6rhixIP/k0intYlfxtTaFGgs+Sxs52E29ZjBamt7MvND5u+L;
Douwe,
I looked at the Skyscout gear the same as you are, the thing is the Skyscout has
a cross brace between the top longerons at the point where the vertical shock
struts connects to the longeron. That place is in the middle of the front pit
on the Aircamper, you could "beef-up" to take the place of the cross brace,
but that would add weight.
Skip
I'd appreciate any input on the feasibility of using a skyscout type gear on an
aircamper. Douwe
`
Message 27
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Douwe,
I looked at the Skyscout gear the same as you are, the thing is the Skyscout has
a cross brace between the top longerons at the point where the vertical shock
struts connects to the longeron. That place is in the middle of the front pit
on the Aircamper, you could "beef-up" to take the place of the cross brace,
but that would add weight.
Skip
I'd appreciate any input on the feasibility of using a skyscout type gear on an
aircamper. Douwe
`
Message 28
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| Subject: | J-3 Landing gear |
James,
The J-3 gear is about 4 to 6 inches shorter then the Piet gear where it connects
to the lower longeron, Grega used the J-3 gear and put an extra upright and
diagonal to handle the shorter gear. If you hold a J-3 gear A-frame up to the
lower longeron on a Piet, with the front lined up with a vertical, the back A-frame
leg will not match up with a vertical.
Skip
I purchased landing gear from a J-3 cub at Oshkosh. Has anyone used J-3 gear on
a Piet?
Thanks James J. Hoevelmann
Message 29
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d="scan'208,217"; a="9789528:sNHT28025548"
| Subject: | Re: skyscout gear |
Skip is right. Reaction of the structure duw to landing woul be up on the longeron
as well as in toward the center so a cross brace that would be in compression
as the struts compress and tension as the struts rebound would be needed.
The question is a matter of placement. Let me look at the side view again...
chris
Braumeister und Inspektor der Flitzer und Flitzermotoren
----- Original Message -----
From: Cinda Gadd
To: pietenpol-list@matronics.com
Sent: Monday, August 01, 2005 10:23 PM
Subject: RE: Pietenpol-List: skyscout gear
Douwe,
I looked at the Skyscout gear the same as you are, the thing is the Skyscout
has a cross brace between the top longerons at the point where the vertical shock
struts connects to the longeron. That place is in the middle of the front
pit on the Aircamper, you could "beef-up" to take the place of the cross brace,
but that would add weight.
Skip
I'd appreciate any input on the feasibility of using a skyscout type gear on
an aircamper. Douwe
`
Message 30
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| Subject: | J-3 Landing gear |
Cinda + Skip Gadd
csfog@earthlink.net
James,
The J-3 gear is about 4 to 6 inches shorter then the Piet gear where it connects
to the lower longeron, Grega used the J-3 gear and put an extra upright and
diagonal to handle the shorter gear. If you hold a J-3 gear A-frame up to the
lower longeron on a Piet, with the front lined up with a vertical, the back A-frame
leg will not match up with a vertical.
Skip
I purchased landing gear from a J-3 cub at Oshkosh. Has anyone used J-3 gear on
a Piet?
Thanks James J. Hoevelmann
Message 31
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| Subject: | Re: Adventure '05 Crunching the Numbers |
In a message dated 8/1/2005 9:52:15 PM Central Standard Time,
sbobka@charter.net writes:
No, I just note the full rpm rise and then lean for half the rise.
Chris
I have NO noticeable rise in RPM on my Cont. A65, even up to 6500 msl. This
is somewhat difficult to see, because slight pitch changes effect the RPM,
especially a slight pitch down. If a change in RPM is there, I can't conclude
it
due to leaning the mixture. Therefore, my only immediate indication is a
rise in EGT. The CHT then indicates a rise after several minutes, and I haven't
been able to see much rise in oil temp at all. The info I have about the A65
and Stromberg carb, states that leaning the mixture at less than 5000' Density
Altitude will not do any good. Flight testing, and perhaps re-reading the
procedures, shall continue, and I will report the results.
Chuck G.
NX770CG
100=BA today, and 101=BA forecast for the next day or so.
I think it's supposed to decrease by 3=BA F for each 1000' in altitude.
Hummm....Might not be too bad up around 9000' or 10,000'.
Message 32
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d="scan'208,217"; a="572602990:sNHT21980468"
| Subject: | Re: Adventure '05 Crunching the Numbers |
at a 1000 foot field elevation, 101 degree temp, 88 degree dewpoint, and a standard
altimeter setting, you are looking at about a 4400 foot density altitude.
Start leaning at about 600 feet after you take off and you will be at a 5000
foot density altitude.
see http://wahiduddin.net/calc/calc_da.htm
Chris
Braumeister und Inspektor der Flitzer und Flitzermotoren
----- Original Message -----
From: Rcaprd@aol.com
To: pietenpol-list@matronics.com
Sent: Tuesday, August 02, 2005 12:41 AM
Subject: Re: Pietenpol-List: Adventure '05 Crunching the Numbers
In a message dated 8/1/2005 9:52:15 PM Central Standard Time, sbobka@charter.net
writes:
No, I just note the full rpm rise and then lean for half the rise.
Chris
I have NO noticeable rise in RPM on my Cont. A65, even up to 6500 msl. This
is somewhat difficult to see, because slight pitch changes effect the RPM, especially
a slight pitch down. If a change in RPM is there, I can't conclude it
due to leaning the mixture. Therefore, my only immediate indication is a rise
in EGT. The CHT then indicates a rise after several minutes, and I haven't
been able to see much rise in oil temp at all. The info I have about the A65
and Stromberg carb, states that leaning the mixture at less than 5000' Density
Altitude will not do any good. Flight testing, and perhaps re-reading the procedures,
shall continue, and I will report the results.
Chuck G.
NX770CG
100=BA today, and 101=BA forecast for the next day or so.
I think it's supposed to decrease by 3=BA F for each 1000' in altitude. Hummm....Might
not be too bad up around 9000' or 10,000'.
Message 33
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Hey Group !!
I had a great adventure again this year !! I just can't get enough of this
airplane stuff !! Be warned, this is a long post. Here is a
summery of my trip:
Thursday 7/21/05 Cook (K50) to Earhart (K59)
175 sm 2.3 hrs 8 gal MoGas $2.50 / gal. 3.47 gal/hr
5500 msl
Depart Cook Airfield on Thursday 7/21 at 10:45 am. I got there soon
after the sun came up, but I fiddle fart around so much, it seems like I can never
depart before 10 am !! The windsock showed a little bit of a tailwind. Take
Off Weight was at 1000 lbs, and after a long take off roll, I left full power
in until I climbed to 5500 msl. It took me till I got way past El Dorado Lake
to get there, or about 30 or 35 statute miles. Leveled off, and pulled power
to 2000 rpm, and started leaning 'er out. It didn't effect the rpm too much,
but the EGT raised about 100=BA to 1250=BA. The CHT was steady at 325=BA, but
the
oil temp never went above 140=BA, with OAT at 70=BA. I had a comfortable
temperature up there, and I had a great tailwind, with Ground Speed of over=2090
mph !!
A couple of times the Ground Speed was over 100 mph !! Indicated airspeed
was 60 mph, but without the error, I was actually doing about 70 mph true
airspeed, which meant I had a tailwind of about 20 to 30 mph. I'll take that any
day !! Begin slow decent at 10 miles out, so I can leave some power in, and
prevent shock cooling. Fuel stop at Amelia Earhart field, in Atchison KS.
After feeding 'er some fuel & oil, I pushed 'er over to the grass. I always
launch from the grass when I'm by myself. She'll creep on the hard surface, with
the engine idling...and I gotta tell ya, that's a wild ride with one foot on
the seat, I'm half way in, and the plane moving across the tarmac !! Now I
notice to the North & northwest, some dark clouds with mares tails (streaks=20of
rain) under the clouds. Should I go, or should I wait it out. The weather
seemed a long time getting here. Should I go or should I wait it out...well I
fiddle fart around till it starts to sprinkle rain, then it begins to rain.=20
A
couple of guys from the maintenance hanger came running out in the rain, to=20open
a Tee Hanger, and helped me to push 'er in, and wait out the rain. I gotta
tell ya, Airplane People are the greatest !! The next 2 hours I spent wiping
the plane down, with loud cracks of thunder and lighting so near, is sent
shivers down my spine !! Then there is the deafening sound of hard rain on=20a
tin
roof...but it didn't leak a drop. The only wind was when the front initially
went through, then the rain was pretty much straight down. Before the storm
came through, I talked briefly with the pilot of a S1S Pitts show plane, who said
he had performed yesterday, here at Earhart Field. He was eager to depart,
but decided to wait out the storm, under the closed canopy of his plane. After
the worst of it went through, I saw him back taxi on 16, and depart in the
last of the rain. I thought to myself, boy is that prop taking a beating !! I
shall never ever curse the rain, especially when the locals tell me they need
it so much. The rain finally subsided, and I pushed my plane out to the
grass, closed up the doors of the old hanger, tied the stick back in the seatbelt,
choked the wheels, pre-flight the plane, and continued on my journey.
7/21/05 Earhart (K59) to Centerville (TVK)
143 sm 1.9 hrs 6.4 gal MoGas $2.65 / gal 3.36 gal/hr
5500 msl
Once again after the take off roll on hard surface, I left full power in
until I reached my cruising altitude, leveled off, pulled power to 1900 rpm,
leaned it out till the EGT was 1250=BA, and enjoyed the scenery drifting beneath
my
trusty wings. When cruising above 3000 agl, tracking between 0=BA and 179=BA
magnetic course, VFR cruise altitudes are Odd Thousands plus 500 in msl. I've
never cruised at these higher altitudes, and it seems quite different from the
low
& slow way of getting there. The lay of the land is more evident from up here
valleys, evident by the way the vegetation grows. Rivers and streams are always
accompanied by trees and vegetation on both banks, snarling their way through vast
fields of man made crops, who's color depicts what type is grown, and how
mature it is. When flying low & slow, the color of these fields also determines,
to an extent, where the thermals are. Thick healthy vegetation absorbs the
suns rays, and brown dirt, or sand, or concrete, reflects the suns energy in
the form of thermals and bumps. Towns, roads, railroads, lakes, and towers=20are
the landmarks I watch for, and add an inch or so at a time to my chart, with a
highlighter, to keep track of my position. I maintain the GPS as my backup
navigation source. It has maintained it's power, ever since I added the small
12v battery on the firewall. The 12v battery also supplies power to the smoke
pump (12v windshield washer pump), and the handheld Icom A5 com radio. One
problem I still haven't worked out, is that when the GPS is activated, the com
radio has a lot of interference for both reception and transmission. I plan
on locating a remote com antenna to combat this problem. Begin the decent
about 8 or 10 miles out, and did a slight crosswind landing on 16.
7/21/05 Centerville (TVK) to Antique Field (Pvt)
30 sm .7 hrs 2000 msl
This was a relatively short flight to a beautiful field, with two grass
runways, and quite a collection of antique airplanes and airplane stuff in the
hangers. There is also a Sky Scout, and 2 AirCampers based there. It's a private
field, so I made a phone call to see if I was able to pitch camp there for
the night. They welcomed me, and showed me where to tie down, and pitch tent,
close to the back of a hanger, for wind protection. Brent Taylor rode me to
town for dinner, where we met Barry, and another guy. They have an annual Fly
In for members only. This year it's from Aug. 31 to Sept 5. Ben Taylor (in
his 20's), Brent's son, has hopes on flying his Model A Pietenpol, with a skid
and no brakes, from coast to coast.
Friday 7/22/05 Antique Field (Pvt) to Maquoketa (OQN)
120 sm 1.9 hrs 10 gal $3.13 / gal. 3.8 gal/hr 5500
msl
I had my first close relationship with a cloud on this leg. Too Cool !! It
was so close, I felt like I could reach out, grab it, and drag it along !! =20I
got a couple of pictures of the clouds. I could have made Brodhead without
this fuel stop, but it would have been pushing my reserve, if I would have met
headwinds.
7/22/05 Maquoketa (OQN) to Brodhead (C37)
80 sm 1.2 hrs 5500 msl
What more can I say about the annual Pietenpol Fly-In at Brodhead. It is the
yearly Highlight of the Pietenpol community. It's where builders and flyers
gather every year, to see old friends, make new ones, talk of airplanes, how
to do this or that, hop some rides, and just have a great time. I counted 19
Pietenpols on the field this year on Friday. Several less than that on
Saturday, probably due to the showers that fell most of the afternoon. We had
FOUR
new Pietenpol's there this year. Quite a good showing. There were people from
all over the United States, and also folks from the UK, Australia, and
Mexico. I met a lot of folks from the Matronics Pietenpol List.
Friday 7/22/05 Brodhead (C37) to Brodhead (C37)
Local flight - did Smokin' Figure 8's on Friday evening.
I've been practicing making Figure 8's in the sky, and on a calm evening,
with a blue sky, it's a really fun thing to do. I use almost full power, with
a
steep bank angle. The smoke hangs long enough to see the Nascar Number that I
root for - Dale Ernhart Jr.
Saturday 7/23/05 Brodhead (C37) to Brodhead (C37)
Local flight - I had a small problem when one of the smoke lines
broke, where it goes in the exhaust fitting. After it was repaired, and after
the rain ceased, I did a test flight, but the evening came on quickly.
Therefore, I was not able to remove my butterfly front pit cover, and install the
new windshield that I had stowed away. I was looking forward to giving some
rides, but it just didn't come to pass. My plan was for an early morning
departure for Oshkosh, with Jack Phillips in NX899JP.
Just before dusk, they decided to run that old Ansuzi engine with a great
big prop, they had mounted on a mock-up tube fuselage. Ya had to have been
there to see how this three banger ran. Bap...Bang, Bang, Whapidy BAP BAP,
Bang, Bang, all the time belching pumes of caster oil smoke that put my smoke
system to shame !! It was very loud, and did smooth out a little, all the while
you could see the fire breathing from the exhaust ports. The guy sitting in
the cockpit wore a poncho, so he wouldn't end up beiing soaked in caster oil.
Ain't no wonder all those W W I pilots had to wear a white scarf, and had
diarea !!
Sunday 7/24/05 Brodhead (C37) to Brodhead (C37)
Out & Back 20 sm .7 hrs 11 gal. MoGas
I attempted flight to Oshkosh, but the headwinds won out !! I took off
shortly after Jack Phillips NX899JP departed, and climbed to 3000 msl. The=20winds
down low were just a little bit bumpy, but when I was just a couple thousand
feet agl, the bumps smoothed out with very little turbulence. Problem was the
smooth, straight line winds out of the West must have been at least 45 or 50
mph !! I progressed NNE without much problem, when I noticed I was drifting
quite readily to the East. As I battled this wind, I ended up with my nose
pointing straight to the West, trying to track to the North. I had almost full
power in, heading west, tracking north, and the GPS showed a ground speed of
just 16 MPH !! My track to the North must have been in the single digits !!
There is a tall Monster Tower in that vicinity, that I had between my right=20lift
struts. I was plenty high, but that same tower stayed there for 5 minutes,
10 minutes, 15 minutes, and that tower did not change position between the lift
struts. It was the strangest feeling in the smooth air, where I had 2150 on
the tach, 75 mph indicated, heading west, tracking north, and the scenery was
stationary beneath my wings !! I just hung there, for 20 minutes, in the
exact same relative position !! I could drop the nose a little, and get the
ground speed up to about 20 mph, but I was trying to go North, not West !! =20As
this
helpless situation unfolded, I become concerned that I might not even make it
back to Brodhead. I dropped the nose to fly at a much lower altitude, where
the wind was choppy, but not as strong. It still took at least 20 minutes to
fly the 10 miles back to Brodhead. I taxied in to top of the fuel, with plan
for an early Monday morning departure for Oshkosh, when the winds were more
favorable. That's when Dennis E. invited me to ride along with him and his
lovely wife Karen to Oshkosh. Didn't take me long to decide to go along with them
!! I had a really great time with them, and taking in the beautiful
Wisconsin scenery. I spent almost a whole day over at Pioneer Field, and at the
EAA
Museum, and did some research on the Scimitar Prop. I met another Pietenpol
guy at Theater in the Woods. His name is Jim Armstrong. He's been flying his
AirCamper with an A65 on it. I also wish to give many thanks to Rod Busch,
from western New York State, for the 12 bottles of Baby Oil, and the sweet=20taste
of that Guinness Beer !!
Wednesday 7/17/05 Brodhead (C37) to Maquoketa (OQN)
80 sm 1.3 hrs 5.4 gal $3.20 / gal. 4.1 gal/hr 4500 msl
On this leg, I didn't climb as high, but I still leaned it out, with a higher
power setting of 2100 rpm to get there before dusk, which I believe is why
the fuel burn was higher. It's a big advantage to experiment with different
power settings, to see what the fuel burn rate is. There was nobody around=20when
I arrived just before dusk, so I refueled, added a little oil, and pushed 'er
to the South end of the tarmac, and tied 'er down. I made myself at home in
the FBO, and had a restful sleep on the couch, with TV, and planned the next
day's course.
Thursday 7/28/05 Maquoketa (OQN) to Centerville (TVK)
145 sm 2.5 hrs 9.13 gal MoGas $2.65 / gal 3.65 gal/hr=20
4500 msl
The skies were beautiful this morning, and I had wheels up at 7:35 am. This
is probably the earliest I've ever gotten into the air. On the back side of a
front that went through two days ago, it was quite cool at altitude, even
though I had a sweatshirt and jacket on. When cruising above 3000 agl, tracking
between 180=BA and 359=BA magnetic course, VFR cruise altitudes are Even Thousands
plus 500 in msl. Before I reached Centerville, I did a low Smokin' Fly By
at Antique Field, just to say Hey, to the AAA guys.
7/28/05 Centerville (TVK) to Earhart (K59)
143 sm 2.2 hrs 7.8 gal MoGas $2.50 / gal 3.5 gal/hr
4500 msl
I swapped airplane stories with an ol' boy with a Champ, there at
Centerville, for at least 20 or 25 minutes. He propped me when I was ready=20to
depart.
The pretty little gal that took care of the FBO, took a couple of pictures of
me and my plane. Tried to get her to climb in my plane to get some pictures of
her...
7/28/05 Earhart (K59) to Cook (K50)
175 sm 2.3 hrs 9 gal 3.9 gal/hr 4500 msl
There were a couple of young guys, in their 20's, flying a 172 from Oshkosh.
One of them took quite an interest in my plane, and I invited him to climb
in, and see how she fits. He was all smiles, as he swished the stick around,
and asking about a hundred questions. I hope I got him hooked on building one
!! To put the icing on the cake, I did a Smokin' Take Off !! I had a slight
tailwind for this final leg home to Cook Airfield. I flew for 7 hours this
day, which is the most I've ever flown in a single day. Arriving at Cook, the
guys were finishing up cutting the grass, so I did a Smokin' Fly By. I came
back around on a close in downwind, and cut base leg a little too short...that's
where I botched this landing. There's a big tree on the North end of the
grass runway, that we use for an inner beacon to get lined up on the grass runway.
They left the tree there because some idiot put a modular home just off the
North end of the runway. When I lined up over the tree, I was high and fast.
I chopped the throttle to idle, and slipped it in, but I was still too fast
as I passed the threshold. I was tired, had a sore butt, and just wanted to
get this thing on the ground. I had every intention to salvage this landing,
and to go around would mean 5 more minutes of a sore butt. The wheels bounced
the first time about half way down the 1600' grass strip. When the wheels
touched the second time, I was still to fast to haul the stick back to my gut,
so
I pushed it forward to keep the mains on the ground. The cones were coming=20up
fast at the far end of the runway, and touching each brake kept the tail
wheel from coming down. I finally got the stick all the way back, but still had
to use more brakes than I ever had to, which caused the tail to come up again,
and almost nosed it over. They had just cut the grass, so my final stab on
the left brake, steered me around the left side of the cones. I almost lost it
a couple of times on that landing. Next time - GO AROUND !! Lesson Learned
!!
Totals:
covered 1171 statute miles
Logged 18 hrs flight time
burned 66.79 gal. of fuel
3.69 gal / hr fuel burn rate
17.5 miles per gallon
Chuck Gantzer
NX770CG
Pietenpols Forever
Looking forward to the next Big Adventure !!
Message 34
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d="scan'208,217"; a="1339770764:sNHT29181108"
| Subject: | Re: Adventure '05 |
what a story chuck.
It was worth the length of the post!
Chris
Braumeister und Inspektor der Flitzer und Flitzermotoren
----- Original Message -----
From: Rcaprd@aol.com
To: pietenpol-list@matronics.com
Sent: Tuesday, August 02, 2005 1:19 AM
Subject: Pietenpol-List: Adventure '05
Hey Group !!
I had a great adventure again this year !! I just can't get enough of this airplane
stuff !! Be warned, this is a long post. Here is a
summery of my trip:
Thursday 7/21/05 Cook (K50) to Earhart (K59)
175 sm 2.3 hrs 8 gal MoGas $2.50 / gal. 3.47 gal/hr 5500
msl
Depart Cook Airfield on Thursday 7/21 at 10:45 am. I got there soon after
the sun came up, but I fiddle fart around so much, it seems like I can never
depart before 10 am !! The windsock showed a little bit of a tailwind. Take
Off Weight was at 1000 lbs, and after a long take off roll, I left full power
in until I climbed to 5500 msl. It took me till I got way past El Dorado Lake
to get there, or about 30 or 35 statute miles. Leveled off, and pulled power
to 2000 rpm, and started leaning 'er out. It didn't effect the rpm too much,
but the EGT raised about 100=BA to 1250=BA. The CHT was steady at 325=BA, but
the oil temp never went above 140=BA, with OAT at 70=BA. I had a comfortable
temperature up there, and I had a great tailwind, with Ground Speed of over
90 mph !! A couple of times the Ground Speed was over 100 mph !! Indicated
airspeed was 60 mph, but without the error, I was actually doing about 70 mph
true airspeed, which meant I had a tailwind of about 20 to 30 mph. I'll take
that any day !! Begin slow decent at 10 miles out, so I can leave some power
in, and prevent shock cooling. Fuel stop at Amelia Earhart field, in Atchison
KS. After feeding 'er some fuel & oil, I pushed 'er over to the grass. I always
launch from the grass when I'm by myself. She'll creep on the hard surface,
with the engine idling...and I gotta tell ya, that's a wild ride with one
foot on the seat, I'm half way in, and the plane moving across the tarmac !!
Now I notice to the North & northwest, some dark clouds with mares tails (streaks
of rain) under the clouds. Should I go, or should I wait it out. The weather
seemed a long time getting here. Should I go or should I wait it out...well
I fiddle fart around till it starts to sprinkle rain, then it begins to rain.
A couple of guys from the maintenance hanger came running out in the rain,
to open a Tee Hanger, and helped me to push 'er in, and wait out the rain.
I gotta tell ya, Airplane People are the greatest !! The next 2 hours I spent
wiping the plane down, with loud cracks of thunder and lighting so near, is sent
shivers down my spine !! Then there is the deafening sound of hard rain on
a tin roof...but it didn't leak a drop. The only wind was when the front initially
went through, then the rain was pretty much straight down. Before the
storm came through, I talked briefly with the pilot of a S1S Pitts show plane,
who said he had performed yesterday, here at Earhart Field. He was eager to
depart, but decided to wait out the storm, under the closed canopy of his plane.
After the worst of it went through, I saw him back taxi on 16, and depart
in the last of the rain. I thought to myself, boy is that prop taking a beating
!! I shall never ever curse the rain, especially when the locals tell me
they need it so much. The rain finally subsided, and I pushed my plane out to
the grass, closed up the doors of the old hanger, tied the stick back in the
seatbelt, choked the wheels, pre-flight the plane, and continued on my journey.
7/21/05 Earhart (K59) to Centerville (TVK)
143 sm 1.9 hrs 6.4 gal MoGas $2.65 / gal 3.36 gal/hr 5500
msl
Once again after the take off roll on hard surface, I left full power in until
I reached my cruising altitude, leveled off, pulled power to 1900 rpm, leaned
it out till the EGT was 1250=BA, and enjoyed the scenery drifting beneath my
trusty wings. When cruising above 3000 agl, tracking between 0=BA and 179=BA
magnetic course, VFR cruise altitudes are Odd Thousands plus 500 in msl. I've
never cruised at these higher altitudes, and it seems quite different from the
low & slow way of getting there. The lay of the land is more evident from
up here, it all looks so flat and level. In reality, the land has hills and valleys,
evident by the way the vegetation grows. Rivers and streams are always
accompanied by trees and vegetation on both banks, snarling their way through
vast fields of man made crops, who's color depicts what type is grown, and how
mature it is. When flying low & slow, the color of these fields also determines,
to an extent, where the thermals are. Thick healthy vegetation absorbs
the suns rays, and brown dirt, or sand, or concrete, reflects the suns energy
in the form of thermals and bumps. Towns, roads, railroads, lakes, and towers
are the landmarks I watch for, and add an inch or so at a time to my chart,
with a highlighter, to keep track of my position. I maintain the GPS as my backup
navigation source. It has maintained it's power, ever since I added the
small 12v battery on the firewall. The 12v battery also supplies power to the
smoke pump (12v windshield washer pump), and the handheld Icom A5 com radio.
One problem I still haven't worked out, is that when the GPS is activated, the
com radio has a lot of interference for both reception and transmission. I
plan on locating a remote com antenna to combat this problem. Begin the decent
about 8 or 10 miles out, and did a slight crosswind landing on 16.
7/21/05 Centerville (TVK) to Antique Field (Pvt)
30 sm .7 hrs 2000 msl
This was a relatively short flight to a beautiful field, with two grass runways,
and quite a collection of antique airplanes and airplane stuff in the hangers.
There is also a Sky Scout, and 2 AirCampers based there. It's a private
field, so I made a phone call to see if I was able to pitch camp there for the
night. They welcomed me, and showed me where to tie down, and pitch tent, close
to the back of a hanger, for wind protection. Brent Taylor rode me to town
for dinner, where we met Barry, and another guy. They have an annual Fly In
for members only. This year it's from Aug. 31 to Sept 5. Ben Taylor (in his
20's), Brent's son, has hopes on flying his Model A Pietenpol, with a skid and
no brakes, from coast to coast.
Friday 7/22/05 Antique Field (Pvt) to Maquoketa (OQN)
120 sm 1.9 hrs 10 gal $3.13 / gal. 3.8 gal/hr 5500
msl
I had my first close relationship with a cloud on this leg. Too Cool !! It
was so close, I felt like I could reach out, grab it, and drag it along !! I
got a couple of pictures of the clouds. I could have made Brodhead without this
fuel stop, but it would have been pushing my reserve, if I would have met headwinds.
7/22/05 Maquoketa (OQN) to Brodhead (C37)
80 sm 1.2 hrs 5500 msl
What more can I say about the annual Pietenpol Fly-In at Brodhead. It is the
yearly Highlight of the Pietenpol community. It's where builders and flyers
gather every year, to see old friends, make new ones, talk of airplanes, how to
do this or that, hop some rides, and just have a great time. I counted 19 Pietenpols
on the field this year on Friday. Several less than that on Saturday,
probably due to the showers that fell most of the afternoon. We had FOUR new
Pietenpol's there this year. Quite a good showing. There were people from
all over the United States, and also folks from the UK, Australia, and Mexico.
I met a lot of folks from the Matronics Pietenpol List.
Friday 7/22/05 Brodhead (C37) to Brodhead (C37)
Local flight - did Smokin' Figure 8's on Friday evening.
I've been practicing making Figure 8's in the sky, and on a calm evening, with
a blue sky, it's a really fun thing to do. I use almost full power, with a
steep bank angle. The smoke hangs long enough to see the Nascar Number that I
root for - Dale Ernhart Jr.
Saturday 7/23/05 Brodhead (C37) to Brodhead (C37)
Local flight - I had a small problem when one of the smoke lines
broke, where it goes in the exhaust fitting. After it was repaired, and after
the rain ceased, I did a test flight, but the evening came on quickly. Therefore,
I was not able to remove my butterfly front pit cover, and install the
new windshield that I had stowed away. I was looking forward to giving some rides,
but it just didn't come to pass. My plan was for an early morning departure
for Oshkosh, with Jack Phillips in NX899JP.
Just before dusk, they decided to run that old Ansuzi engine with a great
big prop, they had mounted on a mock-up tube fuselage. Ya had to have been there
to see how this three banger ran. Bap...Bang, Bang, Whapidy BAP BAP, Bang,
Bang, all the time belching pumes of caster oil smoke that put my smoke system
to shame !! It was very loud, and did smooth out a little, all the while you
could see the fire breathing from the exhaust ports. The guy sitting in the
cockpit wore a poncho, so he wouldn't end up beiing soaked in caster oil. Ain't
no wonder all those W W I pilots had to wear a white scarf, and had diarea
!!
Sunday 7/24/05 Brodhead (C37) to Brodhead (C37)
Out & Back 20 sm .7 hrs 11 gal. MoGas
I attempted flight to Oshkosh, but the headwinds won out !! I took off shortly
after Jack Phillips NX899JP departed, and climbed to 3000 msl. The winds down
low were just a little bit bumpy, but when I was just a couple thousand feet
agl, the bumps smoothed out with very little turbulence. Problem was the smooth,
straight line winds out of the West must have been at least 45 or 50 mph
!! I progressed NNE without much problem, when I noticed I was drifting quite
readily to the East. As I battled this wind, I ended up with my nose pointing
straight to the West, trying to track to the North. I had almost full power
in, heading west, tracking north, and the GPS showed a ground speed of just
16 MPH !! My track to the North must have been in the single digits !! There
is a tall Monster Tower in that vicinity, that I had between my right lift
struts. I was plenty high, but that same tower stayed there for 5 minutes, 10
minutes, 15 minutes, and that tower did not change position between the lift
struts. It was the strangest feeling in the smooth air, where I had 2150 on
the tach, 75 mph indicated, heading west, tracking north, and the scenery was
stationary beneath my wings !! I just hung there, for 20 minutes, in the exact
same relative position !! I could drop the nose a little, and get the ground
speed up to about 20 mph, but I was trying to go North, not West !! As this
helpless situation unfolded, I become concerned that I might not even make it
back to Brodhead. I dropped the nose to fly at a much lower altitude, where
the wind was choppy, but not as strong. It still took at least 20 minutes to
fly the 10 miles back to Brodhead. I taxied in to top of the fuel, with plan
for an early Monday morning departure for Oshkosh, when the winds were more favorable.
That's when Dennis E. invited me to ride along with him and his lovely
wife Karen to Oshkosh. Didn't take me long to decide to go along with them
!! I had a really great time with them, and taking in the beautiful Wisconsin
scenery. I spent almost a whole day over at Pioneer Field, and at the EAA Museum,
and did some research on the Scimitar Prop. I met another Pietenpol guy
at Theater in the Woods. His name is Jim Armstrong. He's been flying his AirCamper
with an A65 on it. I also wish to give many thanks to Rod Busch, from
western New York State, for the 12 bottles of Baby Oil, and the sweet taste
of that Guinness Beer !!
Wednesday 7/17/05 Brodhead (C37) to Maquoketa (OQN)
80 sm 1.3 hrs 5.4 gal $3.20 / gal. 4.1 gal/hr 4500 msl
On this leg, I didn't climb as high, but I still leaned it out, with a higher
power setting of 2100 rpm to get there before dusk, which I believe is why the
fuel burn was higher. It's a big advantage to experiment with different power
settings, to see what the fuel burn rate is. There was nobody around when
I arrived just before dusk, so I refueled, added a little oil, and pushed 'er
to the South end of the tarmac, and tied 'er down. I made myself at home in the
FBO, and had a restful sleep on the couch, with TV, and planned the next day's
course.
Thursday 7/28/05 Maquoketa (OQN) to Centerville (TVK)
145 sm 2.5 hrs 9.13 gal MoGas $2.65 / gal 3.65 gal/hr
4500 msl
The skies were beautiful this morning, and I had wheels up at 7:35 am. This
is probably the earliest I've ever gotten into the air. On the back side of a
front that went through two days ago, it was quite cool at altitude, even though
I had a sweatshirt and jacket on. When cruising above 3000 agl, tracking
between 180=BA and 359=BA magnetic course, VFR cruise altitudes are Even Thousands
plus 500 in msl. Before I reached Centerville, I did a low Smokin' Fly
By at Antique Field, just to say Hey, to the AAA guys.
7/28/05 Centerville (TVK) to Earhart (K59)
143 sm 2.2 hrs 7.8 gal MoGas $2.50 / gal 3.5 gal/hr 4500
msl
I swapped airplane stories with an ol' boy with a Champ, there at Centerville,
for at least 20 or 25 minutes. He propped me when I was ready to depart. The
pretty little gal that took care of the FBO, took a couple of pictures of me
and my plane. Tried to get her to climb in my plane to get some pictures of
her...
7/28/05 Earhart (K59) to Cook (K50)
175 sm 2.3 hrs 9 gal 3.9 gal/hr 4500 msl
There were a couple of young guys, in their 20's, flying a 172 from Oshkosh.
One of them took quite an interest in my plane, and I invited him to climb in,
and see how she fits. He was all smiles, as he swished the stick around, and
asking about a hundred questions. I hope I got him hooked on building one !!
To put the icing on the cake, I did a Smokin' Take Off !! I had a slight tailwind
for this final leg home to Cook Airfield. I flew for 7 hours this day,
which is the most I've ever flown in a single day. Arriving at Cook, the guys
were finishing up cutting the grass, so I did a Smokin' Fly By. I came back
around on a close in downwind, and cut base leg a little too short...that's
where I botched this landing. There's a big tree on the North end of the grass
runway, that we use for an inner beacon to get lined up on the grass runway.
They left the tree there because some idiot put a modular home just off the
North end of the runway. When I lined up over the tree, I was high and fast.
I chopped the throttle to idle, and slipped it in, but I was still too fast as
I passed the threshold. I was tired, had a sore butt, and just wanted to get
this thing on the ground. I had every intention to salvage this landing, and
to go around would mean 5 more minutes of a sore butt. The wheels bounced the
first time about half way down the 1600' grass strip. When the wheels touched
the second time, I was still to fast to haul the stick back to my gut, so
I pushed it forward to keep the mains on the ground. The cones were coming up
fast at the far end of the runway, and touching each brake kept the tail wheel
from coming down. I finally got the stick all the way back, but still had to
use more brakes than I ever had to, which caused the tail to come up again,
and almost nosed it over. They had just cut the grass, so my final stab on the
left brake, steered me around the left side of the cones. I almost lost it
a couple of times on that landing. Next time - GO AROUND !! Lesson Learned
!!
Totals:
covered 1171 statute miles
Logged 18 hrs flight time
burned 66.79 gal. of fuel
3.69 gal / hr fuel burn rate
17.5 miles per gallon
Chuck Gantzer
NX770CG
Pietenpols Forever
Looking forward to the next Big Adventure !!
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