Today's Message Index:
----------------------
1. 06:19 AM - Re: Corvair Crank (Glenn Thomas)
2. 08:52 AM - Re: Corvair Crank (Kip and Beth Gardner)
3. 02:27 PM - Re: Corvair Crank (Glenn Thomas)
4. 03:41 PM - oil pressure gauge (Oscar Zuniga)
5. 05:17 PM - Re: oil pressure gauge (Steve Glass)
6. 05:41 PM - Static Load Testing (Malcolm Morrison)
7. 06:38 PM - Piet Project for Sale (Eric Williams)
8. 07:54 PM - Re: Corvair Crank (Kip and Beth Gardner)
Message 1
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| Subject: | Re: Corvair Crank |
I just read a couple conversations on the crankshaft topic at maddyhome.com. I'm
going ahead with the Corvair motor I have. I'll call him some time today or
Monday and see what his approach to my question is. Thanks for these resources,
they are very helpful.
Thanks,
Glenn
----- Original Message -----
From: Philip Miller
To: pietenpol-list@matronics.com
Sent: Saturday, January 21, 2006 2:06 AM
Subject: Re: Pietenpol-List: Corvair Crank
If you want all the scoop on Corvairs, go to their list and sign up:
search the CorvAircraft archives at http://www.maddyhome.com/corvairsrch/index.jsp
to UNsubscribe from CorvAircraft, send a message to CorvAircraft-leave@mylist.net
Other CorvAircraft list info is at http://www.krnet.org/corvaircraft_inst.html
Message 2
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| Subject: | Re: Corvair Crank |
Hi,
I have not been present on the list for the better part of a year,
but I thought I'd chime in on this issue.
I first met William Wynne at his hangar nearly 5 years ago and have
been following the progress of his Corvair conversion work ever since
then. I've been slowly working on my own conversion for the past 3
years, including having my EAA Chapter, #82 in Alliance Ohio, host
Corvair College # 7 back in June 2004.
As a follow-up to that event, Chapter 82 will be hosting the First
(Annual?) Mid-America Corvair Fly-In June 2-4, 2006 at Barber Airport
(2D1), Alliance, OH. William has agreed to come and hold several
forums on the Corvair conversion, and hopefully, we'll have a good
complement of Corvair-powered craft flying in for the event. We also
plan on involving all the local CORSA chapters, so there should be a
significant number of Corvair automobiles and a swap meet/fly mart
for those looking for parts, engines, etc. Of course, there will be
the best pancake breakfast any Chapter is capable of doing, with our
crew of expert amatuers doing the cooking and serving.
My point to all this, aside from publicizing this event, is to say
that it's been my experience that when William makes a
recommendation, it is truly based on careful testing and evaluation,
and that the improvements he recommends will do what they are
designed to do.
Since I bought my first version of the conversion manual over 4 years
ago William has made a number of changes in the way the engine is
modified, all of them improvements designed to enhance the
reliability and safety of the engine. This latest change is just
that, and I will certainly follow his recommendations regarding
nitriding.
William is a guy you can trust to be straight about what he's doing,
and his recommendations make sense. While my experience with aircraft
engines is limited, I have rebuilt a number of car and small engines
over the years, and based on that experience, I have complete
confidence in both the Corvair engine as an aircraft powerplant, and
in William's recommendations on how to do it right.
Kip Gardner
At 9:16 AM -0500 1/21/06, Glenn Thomas wrote:
>I just read a couple conversations on the crankshaft topic at
>maddyhome.com. I'm going ahead with the Corvair motor I have. I'll
>call him some time today or Monday and see what his approach to my
>question is. Thanks for these resources, they are very helpful.
>
>Thanks,
>Glenn
>
>----- Original Message -----
>From: <mailto:philip_miller_3@earthlink.net>Philip Miller
>To: <mailto:pietenpol-list@matronics.com>pietenpol-list@matronics.com
>Sent: Saturday, January 21, 2006 2:06 AM
>Subject: Re: Pietenpol-List: Corvair Crank
>
>If you want all the scoop on Corvairs, go to their list and sign up:
>
>search the CorvAircraft archives at
><http://www.maddyhome.com/corvairsrch/index.jsp>http://www.maddyhome.com/corvairsrch/index.jsp
>to UNsubscribe from CorvAircraft, send a message to
><mailto:CorvAircraft-leave@mylist.net>CorvAircraft-leave@mylist.net
>Other CorvAircraft list info is at
><http://www.krnet.org/corvaircraft_inst.html>http://www.krnet.org/corvaircraft_inst.html
--
North Canton, OH
Message 3
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| Subject: | Re: Corvair Crank |
Re: Pietenpol-List: Corvair CrankMy only question is how to truly know if the crank
you're sending him is free of stress fractures/cracks. After viewing 2 of
his videos, I believe he's truly out there for the benefit of all of us trying
to find an affordable way to fly and seems to have amassed more knowledge than
I ever could have on this subject. His ethics were never in question and
I, as I'm sure we all do, appreciate that he's a straight shooter.
I don't have any more access to a magnaflux machine that I can trust than the yellow
pages show me in the machine shop listings. Like everyone, I don't doubt
that nitriding is necessary. But, I do need to know if there is a way to get
the same quality of information about my crank that William had during his testing
before I spend money preparing mine for flight. ...and I would think that
everyone flying a Corvair would have the same question in mind. I'm hoping
to talk to him soon and I'll let you all know what he says.
(30 minutes pass)
Nevermind that, I just got off the phone with him and this is his advice to me.
Do the ring test to see if your crank has any cracks. In his first assembly
video he shows a ring test where he hits the crank with a hammer and it rings
for 20 seconds in a single clear tone. He said the crank he tested that had
the crack, rings in a very sour note. He went on to say that the ring test is
likely to be better than an automotive magnaflux done locally. He's working
on a video to clear up questions about the crankshaft and better educate us on
strategies to manage risk in this area. The video will demonstrate how to do
a proper ring test and will show a ring test of a good crank and compare it to
a cracked crank and the difference is supposed to be unmistakably clear. He
said the ring test was a reliable indicator of a crankshaft's health. He answered
this and a number of other questions I had and took plenty of time to explain
the reasoning for his answers. We really are lucky to have a resource like
that that is just a phone call away.
Glenn
----- Original Message -----
From: Kip and Beth Gardner
To: pietenpol-list@matronics.com
Sent: Saturday, January 21, 2006 11:51 AM
Subject: Re: Pietenpol-List: Corvair Crank
Hi,
I have not been present on the list for the better part of a year, but I thought
I'd chime in on this issue.
I first met William Wynne at his hangar nearly 5 years ago and have been following
the progress of his Corvair conversion work ever since then. I've been
slowly working on my own conversion for the past 3 years, including having my
EAA Chapter, #82 in Alliance Ohio, host Corvair College # 7 back in June 2004.
As a follow-up to that event, Chapter 82 will be hosting the First (Annual?)
Mid-America Corvair Fly-In June 2-4, 2006 at Barber Airport (2D1), Alliance, OH.
William has agreed to come and hold several forums on the Corvair conversion,
and hopefully, we'll have a good complement of Corvair-powered craft flying
in for the event. We also plan on involving all the local CORSA chapters, so
there should be a significant number of Corvair automobiles and a swap meet/fly
mart for those looking for parts, engines, etc. Of course, there will be
the best pancake breakfast any Chapter is capable of doing, with our crew of expert
amatuers doing the cooking and serving.
My point to all this, aside from publicizing this event, is to say that it's
been my experience that when William makes a recommendation, it is truly based
on careful testing and evaluation, and that the improvements he recommends will
do what they are designed to do.
Since I bought my first version of the conversion manual over 4 years ago William
has made a number of changes in the way the engine is modified, all of them
improvements designed to enhance the reliability and safety of the engine.
This latest change is just that, and I will certainly follow his recommendations
regarding nitriding.
William is a guy you can trust to be straight about what he's doing, and his
recommendations make sense. While my experience with aircraft engines is limited,
I have rebuilt a number of car and small engines over the years, and based
on that experience, I have complete confidence in both the Corvair engine as
an aircraft powerplant, and in William's recommendations on how to do it right.
Kip Gardner
At 9:16 AM -0500 1/21/06, Glenn Thomas wrote:
I just read a couple conversations on the crankshaft topic at maddyhome.com.
I'm going ahead with the Corvair motor I have. I'll call him some time today
or Monday and see what his approach to my question is. Thanks for these resources,
they are very helpful.
Thanks,
Glenn
----- Original Message -----
From: Philip Miller
To: pietenpol-list@matronics.com
Sent: Saturday, January 21, 2006 2:06 AM
Subject: Re: Pietenpol-List: Corvair Crank
If you want all the scoop on Corvairs, go to their list and sign up:
search the CorvAircraft archives at http://www.maddyhome.com/corvairsrch/index.jsp
to UNsubscribe from CorvAircraft, send a message to CorvAircraft-leave@mylist.net
Other CorvAircraft list info is at http://www.krnet.org/corvaircraft_inst.html
--
North Canton, OH
Message 4
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| Subject: | oil pressure gauge |
--> Pietenpol-List message posted by: "Oscar Zuniga" <taildrags@hotmail.com>
Howdy, Pieters-
41CC has an oil pressure gauge (mechanical) on it that was made by the Moto
Meter Gauge & Equipment Corp. of LaCrosse, Wisconsin. The glass face is
broken and I need to replace it. Searching the internet, it looks like
these things have been out of manufacture for quite some time, which means
I'll probably end up just getting a new gauge. However, if I can figure out
how to get the bezel off to get to the glass face, I'm sure I can get a new
glass face somewhere. Thing is, I can't see how the bezel comes off.
Two screws on the back of the case hold the works into the case but don't
help to get the bezel off. The bezel either screws in or is pressed into
the front of the housing and case, but I don't want to pry it off if it's
threaded. Anybody know anything about these gauges or should I just get a
new one and forget it? As it is, the gauge does not read zero with it out
of the panel and nothing hooked to it, so I know it's not calibrated
properly. I can put it on a bench tester at work and recalibrate it if I
can get a new glass face.
If I'm just being sentimental trying to keep this gauge, speak up and I'll
get a new one. Thanks.
Oscar Zuniga
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 5
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| Subject: | oil pressure gauge |
--> Pietenpol-List message posted by: "Steve Glass" <redsglass@hotmail.com>
Hi Oscar
A lot of old guages have a bezel that twists off. Push down and twist like
a jar lid. Some sort of jar lid holder might help and save the finish.
Good luck
Steve G.
>From: "Oscar Zuniga" <taildrags@hotmail.com>
>To: pietenpol-list@matronics.com
>Subject: Pietenpol-List: oil pressure gauge
>Date: Sat, 21 Jan 2006 17:40:40 -0600
>
>--> Pietenpol-List message posted by: "Oscar Zuniga"
><taildrags@hotmail.com>
>
>Howdy, Pieters-
>
>41CC has an oil pressure gauge (mechanical) on it that was made by the Moto
>Meter Gauge & Equipment Corp. of LaCrosse, Wisconsin. The glass face is
>broken and I need to replace it. Searching the internet, it looks like
>these things have been out of manufacture for quite some time, which means
>I'll probably end up just getting a new gauge. However, if I can figure
>out how to get the bezel off to get to the glass face, I'm sure I can get a
>new glass face somewhere. Thing is, I can't see how the bezel comes off.
>
>Two screws on the back of the case hold the works into the case but don't
>help to get the bezel off. The bezel either screws in or is pressed into
>the front of the housing and case, but I don't want to pry it off if it's
>threaded. Anybody know anything about these gauges or should I just get a
>new one and forget it? As it is, the gauge does not read zero with it out
>of the panel and nothing hooked to it, so I know it's not calibrated
>properly. I can put it on a bench tester at work and recalibrate it if I
>can get a new glass face.
>
>If I'm just being sentimental trying to keep this gauge, speak up and I'll
>get a new one. Thanks.
>
>Oscar Zuniga
>San Antonio, TX
>mailto: taildrags@hotmail.com
>website at http://www.flysquirrel.net
>
>
>http://www.matronics.com/Navigator?Pietenpol-List
>
>
Message 6
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| Subject: | Static Load Testing |
I'm interested in anyone's thoughts on static load testing of the Piet wing.
I would like to do a positive load test, but I'm not sure what the
easiest/best way to do this would be. I think that I will need to invert
the assembled airframe and suspend it on some type of stand. Then, add sand
bags to the wings, distributing the weight in an elliptical pattern. The
sand bags would set on planks that rest on the spars of the assembled, but
uncovered wings. That's the concept, but I'm wondering how and where to
support the fuselage and wing. Should the support be under the inverted
wing center section spars, or should it be on the floor of the fuselage?
Any thoughts?
Malcolm
Message 7
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| Subject: | Piet Project for Sale |
--> Pietenpol-List message posted by: "Eric Williams" <ewilliams805@msn.com>
Hello you guys,
I have been sitting on a Piet project for 3 years that I have realized I
will likely never get around to finishing. I love Pietenpols but had to
finally admit to myself that, at this time, it just isn't the right project
for me. I have a new job that requires a lot of time and with two kids,
there just isn't a whole lot of extra time to go around. I do have an old
straight-tail C-150 so at least there's something to fly.
So anyway, let me describe the project. First of all, I didn't build it. I
bought it from a friend who knew the builder and I did get to talk with him
(the original builder) once. It includes a completed fuselage with just the
wood parts - no metal fittings at all and no gear. It is the original type
short fuse with the bottom side that has the greater curvature. The best
that I can recall is it's 13'-6" long. There is a full set of completed
wing ribs and a complete set of tail surfaces (tail, rudder, horiz. stab.,
elevators - no fabric).
One thing I want to be clear about is that the fuselage and all other parts
were made from Douglas Fir. The thing about the fuse is that the builder
decreased the longeron dimensions from 1" x 1" to 3/4" x 3/4". He said it
was due to the greater strength of Doug Fir. This is true but it always
concerned me because I felt it was a little too much of a dimensional
reduction. He said that he and a friend built two projects at the same time
and the other guy completed his and apparently it is flying fine - I don't
really know. I just want to be honest about it all. Also, he used doorskin
type ply on the fuse sides and one side got wet during my move from Illinois
to Florida and delaminated. I had always planned to strip off the doorskins
and replace it with real A/C ply.
So that's the story. I figure if I get $300 for the whole thing I'll be
happy. I live in Northeast Florida and since it's not a high-dollar project
I would really prefer that the buyer picks it up but I could help out for a
short distance.
I hope you guys don't mind me trying to sell this on this forum but I
figured the real Piet enthusiasts are you guys so I'd give you all first
crack at it. Probably emailing me privately would be the best way to handle
responses so the list isn't tied up.
Thanks.
Eric W.
(Do not archive)
Message 8
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| Subject: | Re: Corvair Crank |
At 5:04 PM -0500 1/21/06, Glenn Thomas wrote:
>My only question is how to truly know if the crank you're sending
>him is free of stress fractures/cracks. After viewing 2 of his
>videos, I believe he's truly out there for the benefit of all of us
>trying to find an affordable way to fly and seems to have amassed
>more knowledge than I ever could have on this subject. His ethics
>were never in question and I, as I'm sure we all do, appreciate that
>he's a straight shooter.
>
>I don't have any more access to a magnaflux machine that I can trust
>than the yellow pages show me in the machine shop listings. Like
>everyone, I don't doubt that nitriding is necessary. But, I do need
>to know if there is a way to get the same quality of information
>about my crank that William had during his testing before I spend
>money preparing mine for flight. ...and I would think that everyone
>flying a Corvair would have the same question in mind. I'm hoping
>to talk to him soon and I'll let you all know what he says.
>
>(30 minutes pass)
>
>Nevermind that, I just got off the phone with him and this is his
>advice to me. Do the ring test to see if your crank has any cracks.
>In his first assembly video he shows a ring test where he hits the
>crank with a hammer and it rings for 20 seconds in a single clear
>tone. He said the crank he tested that had the crack, rings in a
>very sour note. He went on to say that the ring test is likely to
>be better than an automotive magnaflux done locally. He's working
>on a video to clear up questions about the crankshaft and better
>educate us on strategies to manage risk in this area. The video
>will demonstrate how to do a proper ring test and will show a ring
>test of a good crank and compare it to a cracked crank and the
>difference is supposed to be unmistakably clear. He said the ring
>test was a reliable indicator of a crankshaft's health. He answered
>this and a number of other questions I had and took plenty of time
>to explain the reasoning for his answers. We really are lucky to
>have a resource like that that is just a phone call away.
>
>Glenn
Glenn,
I've seen William do a ring test on a good crank (mine) and a bad
one side by side - there is no question as to the difference. The
good one really sounds like the ringing of a nice, clear bell.
Another guy in my Chapter just recently started on his Corviar
project & his first crank was seriously bad - no ring at all, just a
sort of metallic 'thunk'. He got a different one that sounds good.
If William says that this is definite evidence that is as good or
better than magnafluxing, that's what I'll go with.
When he demonstrated the ring test I witnessed, he did not say
anything beyond the fact that it indicated a good or bad crank. This
statement regarding its comparison to magnafluxing is new information
to me, but I'm glad to hear it. Thanks for checking with him.
Regards,
Kip Gardner
--
North Canton, OH
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