Today's Message Index:
----------------------
1. 01:23 AM - Re: Rib Question (Yeah Another One) (Glenn Thomas)
2. 07:04 AM - Starting Troubles (Hayes, Mike)
3. 07:40 AM - Re: Starting Troubles (Steve Eldredge)
4. 09:10 AM - Re: Starting Troubles (Mark Blackwell)
5. 02:52 PM - Re: Rib Question (Yeah Another One) (Dale Johnson)
6. 03:02 PM - Re: Re: Rib Question (Yeah Another One) (Rcaprd@aol.com)
7. 08:01 PM - Re: Rib Question (Yeah Another One) (Glenn Thomas)
Message 1
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| Subject: | Re: Rib Question (Yeah Another One) |
--> Pietenpol-List message posted by: "Glenn Thomas" <glennthomas@flyingwood.com>
Thanks Chuck,
That answers my question about the location of the spars.
Did you have any clearance between the rear spar and the top capstrip? Is that
a low spot on the plans (mistake)? Somebody once told me that on the aft 1/3
of the wing there is one point about 1/8 too low. That is pretty much where
the problem is.
Thanks for helping out.
Glenn
--------
Glenn Thomas
N?????
http://www.flyingwood.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=11784#11784
Message 2
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| Subject: | Starting Troubles |
--> Pietenpol-List message posted by: "Hayes, Mike" <Mike.Hayes@denco.co.uk>
Chaps,
The problem with my Piet was that I could EVENTUALLY get the C65 to run but
only after a LOT of prop swinging, firing a few times then dying with the
occasional bit of snatching and running backwards. Sound familiar to anyone?
I knew it was rather cold at just below freezing and my compressions are not
what they used to be, but it has been no problem at all in previous winters.
I ruled out a Bendix mag problem because once started, it would run
perfectly with a drop of about 75 RPM and no discernable difference between
left and right and good static RPM of 2250 with my Sensenich 72-42. My
thoughts therefore turned to mixture and I was just about to take the scary
step of playing with some of those brass screws on the side of the carb when
an old boy from the gliding club pointed out that there was absolutely no
noise to indicate that the impulse coupling was working. I remained
sceptical because there has never been a distinctive "click" as can be heard
on some aircraft, and in any case the engine was firing - albeit only
occasionally.
Sure enough, after removal of the mag it became apparent that one of the
pawls in the impulse coupling was very worn and would never engage, whilst
the other one would occasionally do its thing, causing two cylinders to
fire, but only for one or two cycles. I guess that explains the symptoms!
Just heard from the overhaul shop that they are fitting a new impulse
coupling, which hopefully will solve my problems. Anybody had any similar
woes regarding mags and should I be looking for some other problem that may
have caused premature impulse coupling failure? Idling speed is the usual
600 or so RPM on the ground, and it doesn't spend a lot of time ground
idling.
PS Whilst I'm posting has everybody seen this? Its a UK based AVTUR burning
Pietenpol with impressive fuel economy. Pictures and video clip available.
www.wilksch.com
Mike Hayes
G-BKVO
Getting far too warm whilst grounded
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Message 3
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| Subject: | Starting Troubles |
--> Pietenpol-List message posted by: "Steve Eldredge" <steve@byu.edu>
going to full carb heat on cold days works wonders when hand propping
too.
stevee
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Hayes,
Mike
Sent: Monday, February 13, 2006 8:03 AM
Subject: Pietenpol-List: Starting Troubles
--> Pietenpol-List message posted by: "Hayes, Mike"
<Mike.Hayes@denco.co.uk>
Chaps,
The problem with my Piet was that I could EVENTUALLY get the C65 to run
but
only after a LOT of prop swinging, firing a few times then dying with
the
occasional bit of snatching and running backwards. Sound familiar to
anyone?
I knew it was rather cold at just below freezing and my compressions are
not
what they used to be, but it has been no problem at all in previous
winters.
I ruled out a Bendix mag problem because once started, it would run
perfectly with a drop of about 75 RPM and no discernable difference
between
left and right and good static RPM of 2250 with my Sensenich 72-42. My
thoughts therefore turned to mixture and I was just about to take the
scary
step of playing with some of those brass screws on the side of the carb
when
an old boy from the gliding club pointed out that there was absolutely
no
noise to indicate that the impulse coupling was working. I remained
sceptical because there has never been a distinctive "click" as can be
heard
on some aircraft, and in any case the engine was firing - albeit only
occasionally.
Sure enough, after removal of the mag it became apparent that one of the
pawls in the impulse coupling was very worn and would never engage,
whilst
the other one would occasionally do its thing, causing two cylinders to
fire, but only for one or two cycles. I guess that explains the
symptoms!
Just heard from the overhaul shop that they are fitting a new impulse
coupling, which hopefully will solve my problems. Anybody had any
similar
woes regarding mags and should I be looking for some other problem that
may
have caused premature impulse coupling failure? Idling speed is the
usual
600 or so RPM on the ground, and it doesn't spend a lot of time ground
idling.
PS Whilst I'm posting has everybody seen this? Its a UK based AVTUR
burning
Pietenpol with impressive fuel economy. Pictures and video clip
available.
www.wilksch.com
Mike Hayes
G-BKVO
Getting far too warm whilst grounded
---
This message and any associated files sent by Denco Limited are
confidential, and intended only for the addressee named above.
If you are not the intended recipient, please notify the IT Helpdesk
by telephone immediately on 01432 377368 (UK) or +(44) 1432 377 368
(international) or return it to us by e-mail quoting the name of the
sender and the address. Please also be advised that you have received
this email in error and that any disclosure and/or use of the
information
contained within this email or attachments is strictly prohibited.
Any views or opinions expressed in this e-mail are solely those of the
sender and do not necessarily represent those of Denco Limited, its
divisions and/or subsidiaries, unless otherwise specifically stated.
Please note that this e-mail and any attachments have not been
encrypted.
They may therefore be liable to be compromised. This is an inherent
risk in relation to e-mail. Denco Holdings Limited its divisions
subsidiaries and divisions of subsidiaries do not, to the extent
permitted by law, accept any liability (whether in contract, negligence
or otherwise) for any changes made to this e-mail after it has been
sent by the original sender, any external compromises of security and/or
breaches of confidentiality in relation to transmissions sent by e-mail.
We cannot to the extent permitted by law accept any liability (whether
in contract, negligence or otherwise) for any damage sustained as a
result of any software viruses and it is therefore your responsibility
to scan the attachments (if any) and carry out your own virus check
before
opening any attachments.
Message 4
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| Subject: | Re: Starting Troubles |
--> Pietenpol-List message posted by: "Mark Blackwell" <markb1958@verizon.net>
----- Original Message -----
From: "Steve Eldredge" <steve@byu.edu>
Sent: Monday, February 13, 2006 10:39 AM
Subject: RE: Pietenpol-List: Starting Troubles
> --> Pietenpol-List message posted by: "Steve Eldredge" <steve@byu.edu>
>
> going to full carb heat on cold days works wonders when hand propping
> too.
>
> stevee
>
Carb heat for most engines will do absolutely nothing till the engine is
running. All it does is pull unfiltered air by the exhaust manifold to warm
it before sending it to the in carb. All it will do till the engine is
running is allow for something to get pulled into places you don't want it.
Things like ice, slush ect can make for an annoying if not expensive day.
When an engine doesn't start properly, there is a reason. Just because it
will sooner or later go doesn't mean the problem is not there and rarely if
ever do airplane parts wind up on a clearance sale. Might as well find and
fix the problem.
I suspected it might be the impluse coupler and the previous post confirmed
it. That should fix the problem. Just be glad you only got tired arms to
find. it. I know of one case where a company renting a 152 had the same
problem with the same symptoms. They just kept cranking on it until they
had to fix not only the impluse coupler which is expensive enough, but also
had to replace the $500 starter to go with it. When an airplane does not
work like it should, its trying to tell you something. Those that are wise
listen.
Mark
Message 5
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| Subject: | Rib Question (Yeah Another One) |
--> Pietenpol-List message posted by: "Dale Johnson" <ddjohn@earthlink.net>
Glenn
Thats what I did .Chamfered the front & rear spar to match the ribs.
elimating the wedges.
D J in Mpls
> [Original Message]
> From: Glenn Thomas <glennthomas@flyingwood.com>
> To: <pietenpol-list@matronics.com>
> Date: 2/12/2006 8:34:04 PM
> Subject: Pietenpol-List: Rib Question (Yeah Another One)
>
> --> Pietenpol-List message posted by: "Glenn Thomas"
<glennthomas@flyingwood.com>
>
> Hi,
> I'm still fiddling the rib jig. I drew it out again on a slightly larger
board. I drew in the spars and braces so I can plan where the clamps will
go and ran into another quandry.
>
> 1. Using 3/4" thick spars changes the measurements a little. I placed
the aft side of the leading edge spar and the front side of the trailing
edge spar in the same position the 1" spar would be. I figured the fuel
tank dimensions and others depend on that being 27 3/4" between them. Is
that right?
>
> 2. The original wing drawings show blocks (wedges) between the spar and
the capstrip on the top of both spars. According to the measurements I've
made (and I double-checked) if the rear spar is 4 3/4" tall, not only will
I not need the spruce blocks, but I'll have to chamfer the top edge of the
spar to make it fit. Am I doing something wrong? Somebody told me there
is a low spot in the plans. I just finished my bending jig so after I
steam a piece and set the bend, I'll put it on the board and see if maybe
there is a discrepancy with the measurements on the plans. I think a low
spot will show up with a piece of wood laying over the drawn measurements.
I've seen a couple of exceptions with the given dimensions so I'm hoping
this is just another slight plans error.
>
> Any feedback would be appreciated.
>
> Thanks!
>
> --------
> Glenn Thomas
> N?????
> http://www.flyingwood.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=11742#11742
>
>
>
>
>
>
>
Message 6
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| Subject: | Re: Rib Question (Yeah Another One) |
In a message dated 2/13/2006 3:24:42 AM Central Standard Time,
glennthomas@flyingwood.com writes:
Did you have any clearance between the rear spar and the top capstrip? Is
that a low spot on the plans (mistake)? Somebody once told me that on the aft
1/3 of the wing there is one point about 1/8 too low. That is pretty much
where the problem is.
Yes, there is a slight wedge shaped cavity above the aft spar, but is not a
problem, because the rib gussets carry the load. Do Not camphor the top of the
aft spar. Yes, there is a low spot on the plans dimensions of the
ribs...just blend it out with the top cap strip when you lay out the Rib Jig.
Do Not
nail down through the cap strips...I used T88 throughout the construction of the
entire airframe, and held the ribs in the pre marked locations on the spars
(so they don't move while the epoxy cures), with a couple of very tiny coated
nails through the uprights. When you get the ribs complete, you are entitled
to do the dance called 'The Rib Jig' !! :)
Chuck G.
NX770CG
Message 7
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| Subject: | Re: Rib Question (Yeah Another One) |
--> Pietenpol-List message posted by: "Glenn Thomas" <glennthomas@flyingwood.com>
Thanks to both of you for your replies. I have a better idea for how this will
go now. Without a background in aviation sometimes I feel like I have no business
building this thing. After I saw Chuck's feedback on the positioning of
the spars I thought "Of course, how stupid was I to ask that" but as ill equipped
as I am, I do see this as a massive learning experience in an area I've
wanted to explore since I was a high school kid and since there's no lack of passion
to do this I guess I'll just expose myself as often as necessary to learn
how it works.
Thanks guys,
Glenn
--------
Glenn Thomas
N?????
http://www.flyingwood.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=12001#12001
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