Today's Message Index:
----------------------
1. 04:03 AM - Model A (or B) Engine Builder (HelsperSew@aol.com)
2. 05:20 AM - greg's flight (Douwe Blumberg)
3. 05:23 AM - Re: Model A (or B) Engine Builder (Jim Ash)
4. 05:25 AM - Re: shielded cans for spark plugs ()
5. 05:54 AM - Liability Insurance (Oscar Zuniga)
6. 06:24 AM - Re: Liability Insurance (Hans Vander Voort)
7. 08:07 AM - Re: greg's flight (GCARDINAL@mn.rr.com)
8. 08:44 AM - Re: greg's flight (GCARDINAL@mn.rr.com)
9. 08:52 AM - Re: shielded cans for spark plugs (Carl Vought)
10. 08:59 AM - Re: shielded cans for spark plugs ()
11. 02:21 PM - Re: Liability Insurance (Rick Holland)
12. 05:30 PM - Re: Model A (or B) Engine Builder (HelsperSew@aol.com)
13. 06:00 PM - Re: Model A (or B) Engine Builder (Jim Ash)
14. 07:46 PM - Re: Liability Insurance (Dick Navratil)
Message 1
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| Subject: | Model A (or B) Engine Builder |
Hi all,
I am new to this sight. I am building a 1928 Flying and Glider Manual Piet.
Wing is complete, fuse is almost ready for an engine. I was all set to
pull the trigger on buying a complete Ford A engine from Mr. Bud Rogers of
Travel Air Aviation in DeLand FL, but found out from a family friend that he was
tragically killed on Thanksgiving in a car crash on his way home from a show.
I liked his design because he used two plugs/cylinder, high compression head
and modern bearing inserts with full pressure oil system. Is there anybody
else out there who does the same thing? Please help! Dan Helsper, Poplar
Grove IL
Message 2
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Greg,
I for one really appreciate this kind of post, and thank you for taking
the time to write it. Those of us still building can vicariously enjoy
these experiences, which help us keep moving forward.
by the way, what was wrong with the old fuel tank?
Douwe
Message 3
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| Subject: | Re: Model A (or B) Engine Builder |
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Message 4
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| Subject: | tenpol-List:shielded cans for spark plugs |
--> Pietenpol-List message posted by: <harvey.rule@bell.ca>
I am looking for the name of these things and where they can be
bought;if anyone can help me with this info,thanks.I figure it would be
a lot cheeper to go this route than to replace the spark pugs with
shielded type and shielded wiring.I would also have to change the mags
to accommodate.Huge cost from what I can gather.
Message 5
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| Subject: | Liability Insurance |
--> Pietenpol-List message posted by: "Oscar Zuniga" <taildrags@hotmail.com>
Greg;
I got my coverage for 41CC through Falcon Insurance. They are somehow
affiliated with EAA, not that the insurance is cheap but at least they know
and understand experimentals and know what a Pietenpol is. They were very
fair and friendly with me.
I have heard that there is another underwriter with good rates on these
types of airplanes, but it is through the Antique Aircraft Association or
some such thing and you have to be a member. I looked into it and didn't
see much benefit for my buck so I didn't join.
Oscar Zuniga
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 6
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| Subject: | Re: Liability Insurance |
--> Pietenpol-List message posted by: Hans Vander Voort <hans.vander.voort@alfalaval.com>
I found the promises made by EAA on the Falcon Insurance to be....mhh...
less than advertised
William Wynne promotes the same Falcon insurance for airplanes with Corvair
conversions.
I contacted Falcon insurance for a Liability only insurance and got the
following:
Fly of your first 40 hours and then we will talk.
No first flight insurance, not even considered.
Corvair engine......car conversion??
The other insurance company all have the same answer.
It is just than Falcon seems to be promoted by the Experimental Aviation
Association with the promise of being more flexible towards homebuilds, Not
So.
I fly currently without insurance, very carefully over open terrain only,
so far I have been lucky.
I have a perfect flying and driving record no violations.
When I get my 40 hours done, I will try again for insurance.
Hans
Message 7
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| Subject: | Re: greg's flight |
--> Pietenpol-List message posted by: GCARDINAL@mn.rr.com
The original fuel tank was constructed of galvanized steel with riveted
and soldered seams. It was not as Dale and I expected it would be and
started to leak. On the return flight from Brodhead last year the leak
rate was up to almost 1 gph.
The airplane was taken out of service upon landing and the fuel tank
was removed. We attempted to oxy/acetylene weld a new aluminum tank.
That was a most frustrating and time consuming experience and in the
end it was unsuccessful. We bent up a new tank and had it TIG welded.
Third times a charm.
Wednesday evenings flight was my first flight in the airplane (other
than a brief ride as a passenger last year)and I must tell everyone who
is building to stick with it.
It is now two days after my first flight and I still feel a bit giddy
about it.
Greg
----- Original Message -----
From: Douwe Blumberg <douweblumberg@earthlink.net>
Subject: Pietenpol-List: greg's flight
> Greg,
>
> I for one really appreciate this kind of post, and thank you for
> taking the time to write it. Those of us still building can
> vicariously enjoy these experiences, which help us keep moving
> forward.
> by the way, what was wrong with the old fuel tank?
>
> Douwe
Message 8
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| Subject: | Re: greg's flight |
--> Pietenpol-List message posted by: GCARDINAL@mn.rr.com
That second sentence should read "It was not as durable as Dale and I
expected...."
----- Original Message -----
From: GCARDINAL@mn.rr.com
Subject: Re: Pietenpol-List: greg's flight
> --> Pietenpol-List message posted by: GCARDINAL@mn.rr.com
>
> The original fuel tank was constructed of galvanized steel with
> riveted
> and soldered seams. It was not as Dale and I expected it would be
> and
> started to leak. On the return flight from Brodhead last year the
> leak
> rate was up to almost 1 gph.
> The airplane was taken out of service upon landing and the fuel
> tank
> was removed. We attempted to oxy/acetylene weld a new aluminum
> tank.
> That was a most frustrating and time consuming experience and in
> the
> end it was unsuccessful. We bent up a new tank and had it TIG
> welded.
> Third times a charm.
> Wednesday evenings flight was my first flight in the airplane
> (other
> than a brief ride as a passenger last year)and I must tell
> everyone who
> is building to stick with it.
> It is now two days after my first flight and I still feel a bit
> giddy
> about it.
>
> Greg
>
> ----- Original Message -----
> From: Douwe Blumberg <douweblumberg@earthlink.net>
> Date: Friday, June 9, 2006 7:31 am
> Subject: Pietenpol-List: greg's flight
> To: pietenpolgroup <pietenpol-list@matronics.com>
>
> > Greg,
> >
> > I for one really appreciate this kind of post, and thank you for
> > taking the time to write it. Those of us still building can
> > vicariously enjoy these experiences, which help us keep moving
> > forward.
> > by the way, what was wrong with the old fuel tank?
> >
> > Douwe
>
>
>
>
>
>
>
>
>
>
>
>
Message 9
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| Subject: | Re: tenpol-List:shielded cans for spark plugs |
--> Pietenpol-List message posted by: "Carl Vought" <carbarvo@knology.net>
Harvey......I am using the Dan Price dual ignition head on my engine, (which
is a work in progress). One of the mags, an American Bosch, which I bought
at Brodhead some time ago, will be driven from the crankshaft and will drive
ordinary GM-type plugs.. The other mag is one I bought from Saturn Surplus.
It's a brand-new Slick, RIGHT-TURNING mag with an Impulse coupling set up
for 15 degrees of lag, which, I'm told, is not enough for a Model-A. (I'm
driving it from a modified Ken Perkins side-drive mount, so I needed the
right turning mag.) The Saturn mag can be bought with or without ignition
leads. I got the leads, which are shielded with 5/8-24 terminations (on both
ends). The AS&S catalog lists Champion REJ38 plugs, which are shielded, with
5/8-24 thread and 14 mmX3/8 reach as required by the Price head . They are
pricey...$30.00 each. I don't know about heat range. I tend to believe that
in a cool-running Model-A one would need a hot plug. I looking at getting
four of these for the new Slick to drive. Good luck....Carl Vought
----- Original Message -----
From: <harvey.rule@bell.ca>
Sent: Friday, June 09, 2006 7:24 AM
Subject: RE: Pietenpol-List:shielded cans for spark plugs
> --> Pietenpol-List message posted by: <harvey.rule@bell.ca>
>
> I am looking for the name of these things and where they can be
> bought;if anyone can help me with this info,thanks.I figure it would be
> a lot cheeper to go this route than to replace the spark pugs with
> shielded type and shielded wiring.I would also have to change the mags
> to accommodate.Huge cost from what I can gather.
>
>
>
Message 10
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| Subject: | tenpol-List:shielded cans for spark plugs |
--> Pietenpol-List message posted by: <harvey.rule@bell.ca>
I seen an engine once with these things that looked like cans over the
spark plugs for shielding.I'm wondering what these cans are called and
where I can get them.I don't want to go to shielded plugs and wires if I
can help it.I know where I can get all that stuff and it will cost me a
fortune.I have 8 plugs ,two for each cylinder.
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Carl
Vought
Sent: June 9, 2006 11:52 AM
Subject: Re: Pietenpol-List:shielded cans for spark plugs
--> Pietenpol-List message posted by: "Carl Vought"
<carbarvo@knology.net>
Harvey......I am using the Dan Price dual ignition head on my engine,
(which
is a work in progress). One of the mags, an American Bosch, which I
bought
at Brodhead some time ago, will be driven from the crankshaft and will
drive
ordinary GM-type plugs.. The other mag is one I bought from Saturn
Surplus.
It's a brand-new Slick, RIGHT-TURNING mag with an Impulse coupling set
up
for 15 degrees of lag, which, I'm told, is not enough for a Model-A.
(I'm
driving it from a modified Ken Perkins side-drive mount, so I needed the
right turning mag.) The Saturn mag can be bought with or without
ignition
leads. I got the leads, which are shielded with 5/8-24 terminations (on
both
ends). The AS&S catalog lists Champion REJ38 plugs, which are shielded,
with
5/8-24 thread and 14 mmX3/8 reach as required by the Price head . They
are
pricey...$30.00 each. I don't know about heat range. I tend to believe
that
in a cool-running Model-A one would need a hot plug. I looking at
getting
four of these for the new Slick to drive. Good luck....Carl Vought
----- Original Message -----
From: <harvey.rule@bell.ca>
Sent: Friday, June 09, 2006 7:24 AM
Subject: RE: Pietenpol-List:shielded cans for spark plugs
> --> Pietenpol-List message posted by: <harvey.rule@bell.ca>
>
> I am looking for the name of these things and where they can be
> bought;if anyone can help me with this info,thanks.I figure it would
be
> a lot cheeper to go this route than to replace the spark pugs with
> shielded type and shielded wiring.I would also have to change the mags
> to accommodate.Huge cost from what I can gather.
>
>
>
Message 11
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| Subject: | Re: Liability Insurance |
Just talked to the Falcon man. Said Piet is no problem, around $700/yr for
liability ($1,000,000 max), coverage can start with first flight. The
problem is with a non-aircraft engine, with a corvair engine he said forget
it. May go with that O-200 after all. Said he did hear of other comanies
insuring non-aircraft engines though.
Rick H
On 6/8/06, gcardinal <gcardinal@mn.rr.com> wrote:
>
> *Does anybody have any good recommendations for liability insurance on
> their Pietenpol?*
> *The State of Minnesota keeps sending Dale and me notices to get NX18235
> registered and we need to get insurance.*
> *Any ideas?*
> **
> *Also, first flight of the season took place yesterday evening after a 10
> month lull to replace the fuel tank and*
> *make a few other corrections.*
> *New fuel tank appears to be successful.
> The weather was perfect. No wind, no bumps, 80+ degrees and no other
> traffic in the pattern.
> Chris Bobka made a short flight and then he gave Dale his first ride.
> They landed and I climbed in. Throttled up and lifted off in within 300
> feet. Climbed at 250 fpm and 40 mph. Went to a practice area 1 mile east of
> SYN and did a little slow flight, some turns and a stall. The stall required
> an unbelievably nose high attitude followed by a gentle buffet. Used rudder
> to keep the wings level and it was flying again as soon as I released the
> back pressure on the stick.
> Then it was time to try a landing. It was very pitch sensitive, even with
> the power off, resulting in some mild porpoising about 10' off the grass. I
> elected to go-around instead of trying to salvage the landing. I was ready
> for it the next time and touched down skid first followed by the mains. It
> tracks well on the ground with the skid and only takes a small burst of
> power to correct any tail swings. Roll out in 300 - 400 feet.
> The plane has a lot of drag allowing incredibly tight patterns. Power off
> abeam the threshold and it comes down like a brick, a very controllable
> brick. The controls feel solid all the way through the flare and touchdown.
> I put on 1.1 hours and got in 9 or 10 landings.
> It's a good feeling.......
>
> Greg
> *
>
--
Rick Holland
"Logic is a wreath of pretty flowers, that smell bad"
Message 12
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| Subject: | Re: Model A (or B) Engine Builder |
Hi Jim,
Fred was the family friend that I refer to in my post. He was kind enough
to include some names of the businesses that were working with Bud on his A's.
I suppose I can try to build-up my own Ford A but I wish and prefer to hire
someone else that has done it rather than me reinvent the wheel. There was
no offer to get in contact with his widow. Does Ken Perkins make up full
complete engines for people?
Message 13
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| Subject: | Re: Model A (or B) Engine Builder |
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Message 14
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| Subject: | Re: Liability Insurance |
Good goin on the first solo Greg. On insurance, I just paid my renewal
from AOPA. I have $9,000 hull and legal liability. Total premium $1216
per yr.
If the weather cooperates, I am planning on coming down to Stanton next
Sun for the fly in.
Dick N.
----- Original Message -----
From: gcardinal
To: pietenpol-list@matronics.com
Sent: Thursday, June 08, 2006 11:36 PM
Subject: Pietenpol-List: Liability Insurance
Does anybody have any good recommendations for liability insurance on
their Pietenpol?
The State of Minnesota keeps sending Dale and me notices to get
NX18235 registered and we need to get insurance.
Any ideas?
Also, first flight of the season took place yesterday evening after a
10 month lull to replace the fuel tank and
make a few other corrections.
New fuel tank appears to be successful.
The weather was perfect. No wind, no bumps, 80+ degrees and no other
traffic in the pattern.
Chris Bobka made a short flight and then he gave Dale his first ride.
They landed and I climbed in. Throttled up and lifted off in within
300 feet. Climbed at 250 fpm and 40 mph. Went to a practice area 1 mile
east of SYN and did a little slow flight, some turns and a stall. The
stall required an unbelievably nose high attitude followed by a gentle
buffet. Used rudder to keep the wings level and it was flying again as
soon as I released the back pressure on the stick.
Then it was time to try a landing. It was very pitch sensitive, even
with the power off, resulting in some mild porpoising about 10' off the
grass. I elected to go-around instead of trying to salvage the landing.
I was ready for it the next time and touched down skid first followed by
the mains. It tracks well on the ground with the skid and only takes a
small burst of power to correct any tail swings. Roll out in 300 - 400
feet.
The plane has a lot of drag allowing incredibly tight patterns. Power
off abeam the threshold and it comes down like a brick, a very
controllable brick. The controls feel solid all the way through the
flare and touchdown.
I put on 1.1 hours and got in 9 or 10 landings.
It's a good feeling.......
Greg
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