Today's Message Index:
----------------------
1. 03:19 AM - Re: Charging Question (HelsperSew@aol.com)
2. 03:27 AM - (almost) new kid on the block looking for infos (Andrea Vavassori)
3. 04:42 AM - Re: (almost) new kid on the block looking for infos (Phillips, Jack)
4. 05:43 AM - Re: Charging Question (Hans Vander Voort)
5. 06:21 AM - Re: Charging Question (Robert Gow)
6. 06:39 AM - Oklahoma Fly-in this weekend (Steve Ruse)
7. 07:01 AM - photos coming to you off-line Andrea (Michael D Cuy)
8. 07:14 AM - Re: Dacron and Latex Paint Long-Term Longevity (Roman Bukolt)
9. 07:15 AM - I can fly legally, right ? (Michael D Cuy)
10. 07:30 AM - Re: (almost) new kid on the block looking for infos (HelsperSew@aol.com)
11. 07:32 AM - Re: I can fly legally, right ? (Rick Holland)
12. 07:38 AM - Re: I can fly legally, right ? (RAMPEYBOY@aol.com)
13. 07:49 AM - Re: Aerolab - imitation Pietenpol? (Rick Holland)
14. 07:53 AM - Re: I can fly legally, right ? (Rick Holland)
15. 07:58 AM - Re: Piet tape (Rick Holland)
16. 08:08 AM - Re: Propeller crush plates ()
17. 08:43 AM - nostalgic VHS format (Michael D Cuy)
18. 08:50 AM - Bought a GN-1 (Skip-Cinda Gadd)
19. 09:02 AM - Re: nostalgic VHS format (HelsperSew@aol.com)
20. 09:23 AM - Re: Propeller crush plates (Gordon Bowen)
21. 09:25 AM - Grass Runways with fuel service (Andimaxd@aol.com)
22. 09:35 AM - Re: Aerolab - imitation Pietenpol? (Dick Navratil)
23. 09:40 AM - Re: Dacron and Latex Paint Long-Term Longevity (Dick Navratil)
24. 10:03 AM - Re: I can fly legally, right ? (Mike Volckmann)
25. 10:17 AM - congratulations, Skip ! (Michael D Cuy)
26. 11:47 AM - Re: congratulations, Skip ! (Steve Ruse)
27. 11:51 AM - Re: Bought a GN-1 (Barry Davis)
28. 02:27 PM - Re: Grass Runways with fuel service (Jeff Boatright)
29. 02:48 PM - Re: I can fly legally, right ? (Dave and Connie)
30. 04:29 PM - Re: I can fly legally, right ? ()
31. 05:14 PM - Re: I can fly legally, right ? (Kip and Beth Gardner)
32. 05:33 PM - Re: I can fly legally, right ? (D.Reid)
33. 05:37 PM - Re: I can fly legally, right ? (Jeff Boatright)
34. 05:53 PM - Re: I can fly legally, right ? (John Hofmann)
35. 07:27 PM - Lowell Frank, Funk engine (Don Sweeney)
36. 07:57 PM - Re: Charging Question (Rcaprd@aol.com)
37. 08:00 PM - Re: Oklahoma Fly-in this weekend (Rcaprd@aol.com)
38. 10:26 PM - Oshkosh Pictures, Sportcamper. (Dave Case)
Message 1
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| Subject: | Re: Charging Question |
Ken,
You stated that the FAA requires you to have a transponder if you have an
engine driven charging system. This is NOT TRUE. You only need a transponder
turned on when flying through specified airspace ie: Class C, B. FYI.
Dan Helsper
Poplar Grove IL
Message 2
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| Subject: | (almost) new kid on the block looking for infos |
--> Pietenpol-List message posted by: "Andrea Vavassori" <andrea@modelberg.it>
Hello to everybody!
Andrea from Italy is calling here. Although I'm not directly involved
in a Piet, I'm happily helping dad, who has a life-lasting affair with
the Piet since the good ol'days of the Peck-Polymers Peanuts Kits,
building his one. We have the original 1933 improved plans for the
standard fuselage, the 3 piece wing modification, the 1932 Flying and
Glider Manual. The decision has been made to make a later, stretched
fuselage and the three-piece wing for ease of transport. Materials will
be our white spruce, which is almost as good as Sitka except it can be
obtained without defects for maximum lengths of 12', marine-grade
mahogany and aircraft-grade birch plywood. So far, the ribs and tail
surfaces have been made, the spars for both wings and center section
have been laminated and we're ready to start working on the fuselage.
And here we are some trouble for us:
1) The only drawing we have for the stretched fuselage does not show
where the cross-members between fuselage sides are located (only the
fuselage sides themselves are shown). Are we missing other drawings or
should they simply positioned using the standard fuselage drawings as a
reference (which we have)?
2) What is the general consensus (if there's such a thing <G>) among
builers about fuselage width and cabane length? I've heard about
difficulty getting into the front seat and having room to spare on the
sides.
3) Has anyone a decent drawing for the standard landing gear with
wooden inverted Vs and one piece pass-through axle? The Improved Plans
do not show it and the drawing from the Flying and Glider manual is
completely useless.
4) Between wing drag wires and flight controls, we counted 34
turnbuckle assemblies. The bill from AS&S, plus freight and import
taxes exceeds $1,000. YIKES! Anyone knows a source of a cheaper
alternative? Is there still a "new surplus" market for these things?
BTW, to Michael D. Cuy: I'm happy to tell you that your Piet is our
chief source of inspiration. I unfortunately lost the SA number which
featured her. I'd love to find a hi-res, three-quarter front right
photo like the one included in the article. Any chance?
SeeYa!
Andrea Vavassori
Volksplane VP-1 I-BYRA
EAA #348037
FCAP I-146
Homepage: http://andrea.modelberg.it
Message 3
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| Subject: | (almost) new kid on the block looking for infos |
--> Pietenpol-List message posted by: "Phillips, Jack" <Jack.Phillips@cardinal.com>
Hi Andrea,
I'll try to answer your questions as best I can.
1. As I recall, I put the cross braces in my long fuselage in line with
the uprights. I had made mine wider than plans (by 1") so I had to
recalculate the widths anyway. Basically, if you have the longerons,
you can lay them out on your workbench spaced the correct distance apart
at the cockpit, and hold them in place with blocks nailed to the
workbench. Then bend them together at the tail and trace along the
longeron to see where it naturally wants to be. Then you can measure
from the centerline to the longeron to figure out how long to make the
cross pieces.
2. As I said, I made mine 1" wider. My Cabanes are 2-1/2" taller than
plans and I have a circular cutout in the trailing edge of the
centersection like Mike Cuy to make it easier to get in and out of the
rear cockpit (and to improve visibility in turns)
3. I used the Flying and Glider Manual Plans for my wooden V- straight
axle landing gear. I agree, that little drawing on page 17 is terrible,
but it has enough information to make the landing gear.
4. If you have a chance to visit Oshkosh, you can find suppliers of
surplus parts and can get turnbuckles for about $5 each. I think I got
mine from B&B Aircraft Supplies in Kansas. I'll look and see if I can
find their address for you.
Where in Italy are you? I was just there on my honeymoon, visiting
Rome, Naples, Venice, and Florence. Beautiful country and very friendly
people.
Jack Phillips
NX899JP
Raleigh, NC
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Andrea
Vavassori
Sent: Tuesday, August 08, 2006 3:03 AM
Subject: Pietenpol-List: (almost) new kid on the block looking for infos
--> Pietenpol-List message posted by: "Andrea Vavassori"
<andrea@modelberg.it>
Hello to everybody!
Andrea from Italy is calling here. Although I'm not directly involved
in a Piet, I'm happily helping dad, who has a life-lasting affair with
the Piet since the good ol'days of the Peck-Polymers Peanuts Kits,
building his one. We have the original 1933 improved plans for the
standard fuselage, the 3 piece wing modification, the 1932 Flying and
Glider Manual. The decision has been made to make a later, stretched
fuselage and the three-piece wing for ease of transport. Materials will
be our white spruce, which is almost as good as Sitka except it can be
obtained without defects for maximum lengths of 12', marine-grade
mahogany and aircraft-grade birch plywood. So far, the ribs and tail
surfaces have been made, the spars for both wings and center section
have been laminated and we're ready to start working on the fuselage.
And here we are some trouble for us:
1) The only drawing we have for the stretched fuselage does not show
where the cross-members between fuselage sides are located (only the
fuselage sides themselves are shown). Are we missing other drawings or
should they simply positioned using the standard fuselage drawings as a
reference (which we have)?
2) What is the general consensus (if there's such a thing <G>) among
builers about fuselage width and cabane length? I've heard about
difficulty getting into the front seat and having room to spare on the
sides.
3) Has anyone a decent drawing for the standard landing gear with
wooden inverted Vs and one piece pass-through axle? The Improved Plans
do not show it and the drawing from the Flying and Glider manual is
completely useless.
4) Between wing drag wires and flight controls, we counted 34
turnbuckle assemblies. The bill from AS&S, plus freight and import
taxes exceeds $1,000. YIKES! Anyone knows a source of a cheaper
alternative? Is there still a "new surplus" market for these things?
BTW, to Michael D. Cuy: I'm happy to tell you that your Piet is our
chief source of inspiration. I unfortunately lost the SA number which
featured her. I'd love to find a hi-res, three-quarter front right
photo like the one included in the article. Any chance?
SeeYa!
Andrea Vavassori
Volksplane VP-1 I-BYRA
EAA #348037
FCAP I-146
Homepage: http://andrea.modelberg.it
_________________________________________________
Message 4
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| Subject: | Re: Charging Question |
--> Pietenpol-List message posted by: Hans Vander Voort <hans.vander.voort@alfalaval.com>
Ken,
On my Corvair powered Pietenpol: I use a belt driven John Deere altenator
(20 A), voltage regulator and a 13 Ah Ultrabat sealed battery
Enough energy to run all instruments and power my hand held radio and GPS.
Plus enough juice for the electric starter.
The DAR that signed of my Pietenpol last year never mentioned that I must
have a Transponder or Nav lights.
Nor could I find the rules on this in the FAA regs. Although there are a
number of (non FAA) web sites stating you must have nav lights and
Transponder with a engine driven electric system.
My Pietenpol has no Transponder or Nav lights (Day VFR only)
If you fly an airplane commercially it is a different story.
Hans
Message 5
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| Subject: | Charging Question |
--> Pietenpol-List message posted by: "Robert Gow" <rgow@avionicsdesign.ca>
Years ago a friend had a Luscome to which he wanted to add a battery and a
charging system. He bought a small sealed gel-cell and we proceeded to
invent a wind generator using a bicycle generator and a model airplane prop.
I designed and built a regulator for the generator while he fitted the prop
to the Canadian Tire bicycle generator.
He came to work Monday with a long face. Turns out he wanted to test the
prop/generator combination before mounting it. He opened up the window of
the Luscome and stuck the generator/prop out the window. It wound up
nicely, just one problem; he had his hand across the contacts. After
several seconds of being electrocuted he dropped the generator. Apparently
the electrical shock was bad enough he was unable to bring his arm back in
the window.
So we dropped the project (no un intended). But it might still be worth
looking at.
Bob.
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com]On Behalf Of Hans
Vander Voort
Sent: August 8, 2006 8:41 AM
Subject: Re: Pietenpol-List: Charging Question
--> Pietenpol-List message posted by: Hans Vander Voort
<hans.vander.voort@alfalaval.com>
Ken,
On my Corvair powered Pietenpol: I use a belt driven John Deere altenator
(20 A), voltage regulator and a 13 Ah Ultrabat sealed battery
Enough energy to run all instruments and power my hand held radio and GPS.
Plus enough juice for the electric starter.
The DAR that signed of my Pietenpol last year never mentioned that I must
have a Transponder or Nav lights.
Nor could I find the rules on this in the FAA regs. Although there are a
number of (non FAA) web sites stating you must have nav lights and
Transponder with a engine driven electric system.
My Pietenpol has no Transponder or Nav lights (Day VFR only)
If you fly an airplane commercially it is a different story.
Hans
Message 6
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| Subject: | Oklahoma Fly-in this weekend |
--> Pietenpol-List message posted by: Steve Ruse <steve@wotelectronics.com>
This weekend we're having a fly-in/BBQ at O44 (Oscar 44) near Norman,
Oklahoma. I don't know of any Pietenpols that will be there other
than mine, but I'd sure like to see some. Chuck G.? Jim M.? I know
there are a few local builders I haven't met yet. Drive or fly,
however you can make it. It'll be a little warm, but we'll still have
a good time. I'll provide drinks, & there is a small BBQ restaraunt
where we'll have lunch & cool off.
Details here:
http://www.wotelectronics.com/flyin
Steve Ruse
Norman, OK
Message 7
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| Subject: | photos coming to you off-line Andrea |
--> Pietenpol-List message posted by: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Andrea-- thank you for the kind words and I'll send you some shots of my
plane offline so not to
annoy any of the dial-up users on the list.
There are many good shots of my plane and the other beauties and projects
out there at the Matronics
e-mail photoshare located here: This is a link we should all bookmark
and in fact I just finally did that instead
of searching for it all the time.
Welcome to the list and keep us posted !
Mike C.
http://www.matronics.com/photoshare/pietenpol-list.html#Top
Message 8
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| Subject: | Re: Dacron and Latex Paint Long-Term Longevity |
Hi!
I built a 2 ft. square frame covered it with dacron, shrunk it with a
household iron .
Then added two coats of non-shrink dope.
I then divided the frame into four 1 ft. squares.
Two of the squares are painted with three coats of Benjamin Moore red
and yellow.
The other two squares are painted with Sherwin Williams red and yellow.
All these paints are exterier high gloss acrylic house paint each with a
30 yr. warranty.
Water base, easy clean up, apply with a roller, and no odor.
This square has been outside in my yard since May 2005.
I live in Madison, Wi. where it gets pretty cold in the winter and
snows.
The sample lies flat so the snow and rain pile up on it.
So far it looks totally unaffected.
Both brands are doing fine.
Considering I plan on hangaring my Piet and avoid flying in the rain, I
plan on using either or both paints.
By the way, these paints were designed for use on houses which usually
are outside all year.
Message 9
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| Subject: | I can fly legally, right ? |
--> Pietenpol-List message posted by: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Hey all you well-read, well-informed Piet nuts out there------
A guy flies a Piet that is fully maintained and has a current condition
inspection.
The plane falls within the sport pilot category easily.
The pilot lets his 3rd class medical expire August 1st because he was too
busy nosing around Brodhead and Oshkosh and forgot to make an appt.
This guy can still fly the Pietenpol by falling back on the sport pilot
drivers license rule, right ????
I have no passenger liability insurance or other insurance on the plane so
I'm not worried about busting the insurance requirements by not having a
current medical.
This guy is ME as you all know by now.
Mike C. thinking about going flying today after work or Wednesday
PS....don't forget to check the TFR's dummy.. Note to self.
Message 10
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| Subject: | Re: (almost) new kid on the block looking for infos |
Hi Andrea,
I have just completed my "Jenny style" landing gear with the straight axles.
I was given the following advise from a few of the guys on this list (THANK
YOU!!!)
You can use the drawing from the F&G Manual. There are a few things you
should know. The bottom ash blocks will NOT end up parallel with the line of
flight, but rather they will be toed-out and be pointing back directly at the
tail skid plate. I tried in vain to make those blocks somehow be in line with
the slip stream, and ended up throwing away two complete sets, wasting MUCHO
TIME (that's Italian, for lots of time). I will email you some pictures
when I get home to my home computer. They will be of immense help.
Dan Helsper
Poplar Grove, IL.
Message 11
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| Subject: | Re: I can fly legally, right ? |
Good news. Yes Mike as long as you have not flunked a medical or had your
medical revoked you just let it expire and you are a Sport Pilot (as long as
you have a drivers license). I am extreamly well versed on this having
talked to the FAA and the EAA rep in charge of this area several times. The
one hurdle that EAA is working on with the FAA is allowing people who
flunked their medicals to be Sport Pilots with their drivers license.
They are also changing the 3rd class medical currency requirement for lucky
people under fourty to five years.
Rick
On 8/8/06, Michael D Cuy <Michael.D.Cuy@grc.nasa.gov> wrote:
>
> --> Pietenpol-List message posted by: Michael D Cuy <
> Michael.D.Cuy@grc.nasa.gov>
>
> Hey all you well-read, well-informed Piet nuts out there------
>
> A guy flies a Piet that is fully maintained and has a current condition
> inspection.
>
> The plane falls within the sport pilot category easily.
>
> The pilot lets his 3rd class medical expire August 1st because he was too
> busy nosing around Brodhead and Oshkosh and forgot to make an appt.
>
> This guy can still fly the Pietenpol by falling back on the sport pilot
> drivers license rule, right ????
>
> I have no passenger liability insurance or other insurance on the plane so
> I'm not worried about busting the insurance requirements by not having a
> current medical.
>
> This guy is ME as you all know by now.
>
> Mike C. thinking about going flying today after work or Wednesday
>
> PS....don't forget to check the TFR's dummy.. Note to self.
>
>
--
Rick Holland
"Logic is a wreath of pretty flowers, that smell bad"
Message 12
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| Subject: | Re: I can fly legally, right ? |
In a message dated 8/8/2006 10:35:15 A.M. Eastern Daylight Time,
at7000ft@gmail.com writes:
They are also changing the 3rd class medical currency requirement for lucky
people under fourty to five years.
Rick
When does this change become effective?
Boyce
Message 13
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| Subject: | Re: Aerolab - imitation Pietenpol? |
Yes Steve this was at SNF and Oshkosh. They said that the Piet was their
inspiration for this thing. Really like the idea of creating a low wing,
parasol, and biplane versions based on a common fuselage, kind of like the
flybaby. Would like to see a biplane version of it. The custom engine gauges
they had made for it are vintage looking and are beautiful.
On 8/7/06, Steve Ruse <steve@wotelectronics.com> wrote:
>
> --> Pietenpol-List message posted by: Steve Ruse <steve@wotelectronics.com
> >
>
> Just wondering what everyone's thoughts were on these, I hadn't seen
> it discussed here before. An Italian company (Aerolab) apparently
> intends to manufacture a light sport aircraft with a fuselage that
> mimics a Pietenpol. The planes will be powered by a Rotec Radial
> engine, and they have low-wing, biplane, and parasol versions in the
> works, although it appears that they have only built a low-wing.
> Supposed to be in the $70k price range, available in 2007, and kits
> will be available. The Parasol does look very similar to the Pietenpol.
>
> Pictures & information:
> http://www.aerolab.it/images/AEREO-9-2-HI.jpg
> http://www.aerolab.it/images/_AEREO-7-3.jpg
> http://www.aerolab.it/pages/pro_eng.htm
> http://www.aerolab.it/pages/lo_gallery.htm#
>
> I think they may have been at OshKosh and Sun & Fun?
>
> I know its not a Pietenpol, but I like to see anyone manufacturing
> aircraft like this. The $70k price tag (if they can meet that) is
> much, much lower than any other LSA I'm aware of, and might put some
> people in the sky who can't or wouldn't build their own plane, but
> can't put down six figures for a new plane.
>
> Steve Ruse
> Norman, OK
>
>
--
Rick Holland
"Logic is a wreath of pretty flowers, that smell bad"
Message 14
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| Subject: | Re: I can fly legally, right ? |
Don't know, Boyce, their was an article in the AirVenture daily paper last
week, may be able to find more info on it in the EAA website. Think they are
also extending the first class medical duration to one year. But most of us
Piet people don't care about that.
Rick
On 8/8/06, RAMPEYBOY@aol.com <RAMPEYBOY@aol.com> wrote:
>
> In a message dated 8/8/2006 10:35:15 A.M. Eastern Daylight Time,
> at7000ft@gmail.com writes:
>
> They are also changing the 3rd class medical currency requirement for
> lucky people under fourty to five years.
>
> Rick
>
> When does this change become effective?
> Boyce
>
--
Rick Holland
"Logic is a wreath of pretty flowers, that smell bad"
Message 15
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|
Hey Mike, when are you going to move up to the 21st century and put your
excellent video on DVD like Chuck? My VCR is on its last legs and can hardly
rewind anymore (mostly from fast-forwarding and rewinding your Piet tape).
The time still continuously blinks "12:00 AM", haven't figured out how to
fix that yet.
Rick
On 8/7/06, Michael D Cuy <Michael.D.Cuy@grc.nasa.gov> wrote:
>
> --> Pietenpol-List message posted by: Michael D Cuy <
> Michael.D.Cuy@grc.nasa.gov>
>
> Dave-- Chuck Gantzer has some DVD productions available and I have a
> VHS (no DVD version available) tape
> here: http://users.aol.com/bpabpabpa/cuyvideo.html
>
> Mike Cuy
>
>
--
Rick Holland
"Logic is a wreath of pretty flowers, that smell bad"
Message 16
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| Subject: | Propeller crush plates |
Would it be advisible to undo the bolts while the prop is not in use
over the winter?
________________________________
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Gordon
Bowen
Sent: August 7, 2006 9:14 PM
Subject: Re: Pietenpol-List: Propeller crush plates
Ed,
I have 6061T crush plates on my 160HP Cozy Mark IV, 150HP Osprey and
108HP Piete. Each has a wooden prop. With steel washers. Never a
problem. One issue though-------you gotta torque bolts on the prop
muliple times to get the wood to stablize. I torque down to appox. 90%
of final setting, wait a couple days (the apparent torque drops to about
20% below where I had torqued before), then torque up to 95% wait
another couple days, do it again until I reach the recommended torque
for the size bolts used. Then and only then I safety wire and try the
engine. Never have had a wooden prop that remained at the proper
torque, by doing it just one time, wooden props are kinda funny,
especially if they're new or have been off the engine for some time.
Gordon
----- Original Message -----
From: Ed G. <mailto:flyboy_120@hotmail.com>
To: piet-list piet-list <mailto:pietenpol-list@matronics.com>
Sent: Monday, August 07, 2006 11:23 AM
Subject: Pietenpol-List: Propeller crush plates
Is anyone out there using an aluminum propeller crush plate?
Needing a crush plate for my Franklin bolt pattern and not having any
luck finding one I had my machinist friend make one for me out of 1/4"
6061T aluminum plate. He chamfered the edges and polished it to a chrome
like finish. The perfect touch for the nose of my Piet. This morning I
was looking through Tony's "Firewall Forward" for prop bolt information
when to my shock I found a paragraph where he say's an aluminum crush
plate is okay for VW props but steel should be used on bigger props.
Since the bolts are not torqued enough to crush the wood prop hub I
would think my plate would be fine. What do you think guys??? After all
the work my buddy put into this one I wont have the heart to ask him to
do a steel one. Ed G. in Fl.
Message 17
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| Subject: | nostalgic VHS format |
--> Pietenpol-List message posted by: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Well Rick my tape is tooo long to fit on a DVD and I don't want to generate
two discs.
I've tinkered with the idea of re-editing the production (I found some good
video that should/could be included) down
to 2 hours so it will fit on a DVD but like answering machines and cell
phones, I was the last on my block to get either of those.
NOTE to builders: disconnect your phone while building. I did. I
even went to far as to black-out my basement windows
with black poster board (more than one use, eh ??) so that guys would not
stop over and drink beer and want to ask me why I
was doing it this way or that way and tell me about the good old days. I
had lotsa people visit and had the EAA group out once
or twice but when I was building I was building. Only went to absolute
required family functions. Stopped playing softball, going
golfing, and even flying for a while there. Work hard, fly sooner.
Mike C.
end of editorial commentary
Message 18
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I am now the proud owner of a GN-1. Bought it in Winsted Minnesota from Felix Quast.
It was registered 1998 and has 214 hours on it. Has an A65 and a metal prop.
Felix is a big guy, 240 lbs and the metal prop helped with the CG. We got
it to West Virginia on a trailer, so now we have to put it back together. Hope
to be flying it within the month.
I want to thank Dick Navratil who helped with the inspection and loading up in
Minnesota. He also put us up at his house and provided the Leinenkugel's. Without
his help the GN-1 would still be in Minnesota. THANKS DICK!!!
The plane was started by Henry Gobin of N Attleboro MA and Donald E Boyd in 1981.
Does anybody know these gentlemen?
Skip
Skip-Cinda Gadd
csfog@earthlink.net
EarthLink Revolves Around You.
Message 19
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| Subject: | Re: nostalgic VHS format |
Mike,
You are so right when it comes to builder's distractions. Its hard enough
to get things done the way it is with everything turned off. I even find
myself turning off my radio because I can't think through a problem when its on.
When I get back to some routine work, I'll turn it back on again.
I just bought a cool new tool. Combination lathe/milling machine from
Grizzly. Only $1200.00 delivered! They even had cheaper models than that. This
is one good thing about getting these in from Taiwan. Now even guys like me
can afford them. Now I can make my wheel hubs with ease and precision.
Dan Helsper
Poplar Grove, IL.
Message 20
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| Subject: | Re: Propeller crush plates |
Harvey,
I never thought too much about it, but one homebuilt, the Osprey spends
it's winters outside here in AK so the prop is removed anyway. I find
the 150 hp Osprey big wooden prop needs the technique of torquing the
bolts, then waiting, then retorquing in able to get to stablizes each
time it's removed before I can finally get the prop bolts to recommended
torque and have them stay torqued. The compressed wood, decompresses
over the winter and has to be compressed again. Find on the other
homebuilts left in hanger in FL that the superheated summer hanger
affects the wood's degree of compression. Because I don't have spinners
on any plane, it's easy to check prop bolt torque couple times per year
and re safety wire. Cozy and Osprey are both pusher homebuilts with
prop extensions made of AL and AL crush plates 1/2" thick. Available
commercially. All Rutan type canard pushers with through the prop disc
exhaust systems have to have these extension, some of these guys are
running 180hp Lycos with AL crush plate, so don't think AL is limited to
C65's or VW engines.
Gordon
----- Original Message -----
From: harvey.rule@bell.ca
To: pietenpol-list@matronics.com
Sent: Tuesday, August 08, 2006 7:08 AM
Subject: RE: Pietenpol-List: Propeller crush plates
Would it be advisible to undo the bolts while the prop is not in use
over the winter?
-------------------------------------------------------------------------
-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Gordon
Bowen
Sent: August 7, 2006 9:14 PM
To: pietenpol-list@matronics.com
Subject: Re: Pietenpol-List: Propeller crush plates
Ed,
I have 6061T crush plates on my 160HP Cozy Mark IV, 150HP Osprey and
108HP Piete. Each has a wooden prop. With steel washers. Never a
problem. One issue though-------you gotta torque bolts on the prop
muliple times to get the wood to stablize. I torque down to appox. 90%
of final setting, wait a couple days (the apparent torque drops to about
20% below where I had torqued before), then torque up to 95% wait
another couple days, do it again until I reach the recommended torque
for the size bolts used. Then and only then I safety wire and try the
engine. Never have had a wooden prop that remained at the proper
torque, by doing it just one time, wooden props are kinda funny,
especially if they're new or have been off the engine for some time.
Gordon
----- Original Message -----
From: Ed G.
To: piet-list piet-list
Sent: Monday, August 07, 2006 11:23 AM
Subject: Pietenpol-List: Propeller crush plates
Is anyone out there using an aluminum propeller crush plate? Needing
a crush plate for my Franklin bolt pattern and not having any luck
finding one I had my machinist friend make one for me out of 1/4" 6061T
aluminum plate. He chamfered the edges and polished it to a chrome like
finish. The perfect touch for the nose of my Piet. This morning I was
looking through Tony's "Firewall Forward" for prop bolt information when
to my shock I found a paragraph where he say's an aluminum crush plate
is okay for VW props but steel should be used on bigger props. Since the
bolts are not torqued enough to crush the wood prop hub I would think my
plate would be fine. What do you think guys??? After all the work my
buddy put into this one I wont have the heart to ask him to do a steel
one. Ed G. in Fl.
Message 21
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| Subject: | Grass Runways with fuel service |
Hi Group:
I'm sure most of you already know about this, I came across it and thought
I
would pass it along... Please find the "handy list" below for your review.
Max "Mad Dawg" Davis
NX101XW reserved
Arlington, TX.
Flight Planning with Your Vintage Airplane
Prefer Grass Runways? Here=99s some help.
As an EAA member (an important part of your VAA membership), you can use th
e
EAA Flight Planner to chart your trip to Wittman Field for EAA AirVenture
Oshkosh 2006. Just click on the EAA Flight Planner link on the left side of
the
home pages at _www.eaa.org_ (http://www.eaa.org/) or
_www.vintageaircraft.org_ (http://www.vintageaircraft.org/) .
As an added bonus, we have a _handy list_
(http://www.vintageaircraft.org/news/Alpha%20Grass%20Runways%20PDF.pdf) (PD
F) of airports that have both grass
runways and fuel service, compiled by VAA member Kris Kortokrax.
Kris flies a variety of old biplanes that are more pleasant to fly when the
y
are flown from grass strips, and he and his buddies from Shelbyville,
Illinois, do their best to keep the old biplanes happy (and keep tire wear
to a
minimum) by flying cross-country from grass strip to grass strip. Finding f
uel
facilities can be a challenge these days, and Kris has distilled this airpo
rt
information to be useful for like-minded grass-runway-preferring pilots. Th
is
data was current as of the beginning of the year, and we=99d suggest
calling
ahead to confirm fuel availability and hours of operation. If you have any
changes or additions, drop us an e-mail here at _vintageaircraft@eaa.org_
(mailto:vintageaircraft@eaa.org) and we=99ll forward it to Kris.
Our thanks to Kris for sharing his list. Let us know if you find it useful!
Message 22
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| Subject: | Re: Aerolab - imitation Pietenpol? |
--> Pietenpol-List message posted by: "Dick Navratil" <horzpool@goldengate.net>
I did a close look see on that plane at Oshkosh. Very nice workmanship. I
especially like the low wing model. It is hard to get over the Imitation
Pietenpol aspect though.
Dick N.
----- Original Message -----
From: "Steve Ruse" <steve@wotelectronics.com>
Sent: Monday, August 07, 2006 11:18 AM
Subject: Pietenpol-List: Aerolab - imitation Pietenpol?
--> Pietenpol-List message posted by: Steve Ruse <steve@wotelectronics.com>
Just wondering what everyone's thoughts were on these, I hadn't seen
it discussed here before. An Italian company (Aerolab) apparently
intends to manufacture a light sport aircraft with a fuselage that
mimics a Pietenpol. The planes will be powered by a Rotec Radial
engine, and they have low-wing, biplane, and parasol versions in the
works, although it appears that they have only built a low-wing.
Supposed to be in the $70k price range, available in 2007, and kits
will be available. The Parasol does look very similar to the Pietenpol.
Pictures & information:
http://www.aerolab.it/images/AEREO-9-2-HI.jpg
http://www.aerolab.it/images/_AEREO-7-3.jpg
http://www.aerolab.it/pages/pro_eng.htm
http://www.aerolab.it/pages/lo_gallery.htm#
I think they may have been at OshKosh and Sun & Fun?
I know its not a Pietenpol, but I like to see anyone manufacturing
aircraft like this. The $70k price tag (if they can meet that) is
much, much lower than any other LSA I'm aware of, and might put some
people in the sky who can't or wouldn't build their own plane, but
can't put down six figures for a new plane.
Steve Ruse
Norman, OK
Message 23
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| Subject: | Re: Dacron and Latex Paint Long-Term Longevity |
--> Pietenpol-List message posted by: "Dick Navratil" <horzpool@goldengate.net>
Jim
I have the Sherwin Williams paint on mine. I hangar it though. Clean up is
easy, just mild soap and water. It holds up well, has been on for 3 years
now. It stays on houses just fine so a plane should be no problem. Also if
you aren't happy with it, you won't have much invested, so just recover.
Dick N.
----- Original Message -----
From: "Jim Carriere" <jimcarriere@yahoo.com>
Sent: Monday, August 07, 2006 12:04 PM
Subject: Pietenpol-List: Dacron and Latex Paint Long-Term Longevity
--> Pietenpol-List message posted by: Jim Carriere <jimcarriere@yahoo.com>
Hello all,
First I should briefly introduce myself. I am a Kitfox builder
(half done 90% remaining). I also enjoy following this list for the
stories about plans building, occasional scratch building,
experimenting, and stick-and-rudder flying. I'm 32 which makes me a
"youngun" in grassroots aviation, another way of saying I have
plenty of fun to look forward to.
There is some really great material online, on this list and
elsewhere, about fabric covering and latex paint. There is solid
technical data, hands-on experience, paint selection, but not much
about how it holds up beyond, say, about 5 years, particularly
outdoors.
My main question is whether anybody's latex painted airplane been
parked in the sun for months or years? Where I live, hangar space
is an issue (maybe even for folding wings), frequent trailering will
not be a possibility for me, but tie-down space is cheap and
abundant. By the way, it rains almost daily in the summertime
although the winters are mild (northwest Florida).
My other question is about any special care? Just mild soap and
water with inspections?
Anyway, thanks for any feedback and keep up the great work folks!
Jim, in NW FL,
Kitfox 7 in progress
__________________________________________________
Message 24
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| Subject: | Re: I can fly legally, right ? |
Mike,
Your understanding of the FARs regarging Sport Pilot agree with my current understanding.
Mike
----- Original Message ----
From: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Sent: Tuesday, August 8, 2006 7:15:10 AM
Subject: Pietenpol-List: I can fly legally, right ?
--> Pietenpol-List message posted by: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Hey all you well-read, well-informed Piet nuts out there------
A guy flies a Piet that is fully maintained and has a current condition
inspection.
The plane falls within the sport pilot category easily.
The pilot lets his 3rd class medical expire August 1st because he was too
busy nosing around Brodhead and Oshkosh and forgot to make an appt.
This guy can still fly the Pietenpol by falling back on the sport pilot
drivers license rule, right ????
I have no passenger liability insurance or other insurance on the plane so
I'm not worried about busting the insurance requirements by not having a
current medical.
This guy is ME as you all know by now.
Mike C. thinking about going flying today after work or Wednesday
PS....don't forget to check the TFR's dummy.. Note to self.
Message 25
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|
| Subject: | congratulations, Skip ! |
--> Pietenpol-List message posted by: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Skip-- that is great news. Good going. You live on an airport
community, right ? You might be flying by the weekend huh ?
If you can please post a photo or two on the photoshare or e-mail one
direct. I'm sure Steve Ruse would like to see it too as he is an
avid GN-1 owner/pilot.
Mike C.
Message 26
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| Subject: | Re: congratulations, Skip ! |
--> Pietenpol-List message posted by: Steve Ruse <steve@wotelectronics.com>
I'd love to see it...every time I see a new plane on the list, I hope
they are local. Too bad. I flew 7hrs cross country last weekend...I
need someone to fly with!
I can host pictures if you'd like.
Steve Ruse
Norman, OK
Quoting Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>:
> --> Pietenpol-List message posted by: Michael D Cuy
> <Michael.D.Cuy@grc.nasa.gov>
>
> Skip-- that is great news. Good going. You live on an airport
> community, right ? You might be flying by the weekend huh ?
>
> If you can please post a photo or two on the photoshare or e-mail one
> direct. I'm sure Steve Ruse would like to see it too as he is an
>
> avid GN-1 owner/pilot.
>
> Mike C.
Message 27
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| Subject: | Re: Bought a GN-1 |
Great News, Skip
Wish I could be there to see that big smile when you fly it for the
first time.
Barry Davis
----- Original Message -----
From: Skip-Cinda Gadd
To: pietenpol-list
Sent: Tuesday, August 08, 2006 11:49 AM
Subject: Pietenpol-List: Bought a GN-1
I am now the proud owner of a GN-1. Bought it in Winsted Minnesota
from Felix Quast. It was registered 1998 and has 214 hours on it. Has an
A65 and a metal prop. Felix is a big guy, 240 lbs and the metal prop
helped with the CG. We got it to West Virginia on a trailer, so now we
have to put it back together. Hope to be flying it within the month.
I want to thank Dick Navratil who helped with the inspection and
loading up in Minnesota. He also put us up at his house and provided the
Leinenkugel's. Without his help the GN-1 would still be in Minnesota.
THANKS DICK!!!
The plane was started by Henry Gobin of N Attleboro MA and Donald E
Boyd in 1981. Does anybody know these gentlemen?
Skip
Skip-Cinda Gadd
csfog@earthlink.net
EarthLink Revolves Around You.
Message 28
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| Subject: | Re: Grass Runways with fuel service |
Max,
Thanks for the great resource!
Oddities that I've already noticed: C37 is not on the list and there
are no Kentucky airports listed.
Does anyone know of a grass strip in Ky that sells fuel?
Thanks,
Jeff
At 12:25 PM -0400 8/8/06, Andimaxd@aol.com wrote:
>Content-Type: text/html; charset="UTF-8"
>Content-Language: en
>
>Hi Group:
>
>I'm sure most of you already know about this, I came across it and
>thought I would pass it along... Please find the "handy list" below
>for your review.
>
>Max "Mad Dawg" Davis
>NX101XW reserved
>Arlington, TX.
>
>
>Flight Planning with Your Vintage Airplane
>
>Prefer Grass Runways? Here's some help.
>
>As an EAA member (an important part of your VAA membership), you can
>use the EAA Flight Planner to chart your trip to Wittman Field for
>EAA AirVenture Oshkosh 2006. Just click on the EAA Flight Planner
>link on the left side of the home pages at
><http://www.eaa.org/>www.eaa.org or
><http://www.vintageaircraft.org/>www.vintageaircraft.org.
>
>As an added bonus, we have a
><http://www.vintageaircraft.org/news/Alpha%20Grass%20Runways%20PDF.pdf>handy
>list (PDF) of airports that have both grass runways and fuel
>service, compiled by VAA member Kris Kortokrax.
>
>Kris flies a variety of old biplanes that are more pleasant to fly
>when they are flown from grass strips, and he and his buddies from
>Shelbyville, Illinois, do their best to keep the old biplanes happy
>(and keep tire wear to a minimum) by flying cross-country from grass
>strip to grass strip. Finding fuel facilities can be a challenge
>these days, and Kris has distilled this airport information to be
>useful for like-minded grass-runway-preferring pilots. This data was
>current as of the beginning of the year, and we'd suggest calling
>ahead to confirm fuel availability and hours of operation. If you
>have any changes or additions, drop us an e-mail here at
><mailto:vintageaircraft@eaa.org>vintageaircraft@eaa.org and we'll
>forward it to Kris.
>
>Our thanks to Kris for sharing his list. Let us know if you find it useful!
--
_____________________________________________________________
Jeffrey H. Boatright, PhD
Associate Professor, Emory Eye Center, Atlanta, GA, USA
Senior Editor, Molecular Vision, http://www.molvis.org/molvis
mailto:jboatri@emory.edu
Message 29
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| Subject: | Re: I can fly legally, right ? |
--> Pietenpol-List message posted by: Dave and Connie <dmatt@frontiernet.net>
Mike,
As I understand it you are legal on the medical - use your driver's license
and sef certify. Is your BFR is up to date too? You still need that.
Dave
At 10:15 AM 8/8/2006, you wrote:
>--> Pietenpol-List message posted by: Michael D Cuy
><Michael.D.Cuy@grc.nasa.gov>
>
>Hey all you well-read, well-informed Piet nuts out there------
>
>A guy flies a Piet that is fully maintained and has a current condition
>inspection.
>
>The plane falls within the sport pilot category easily.
>
>The pilot lets his 3rd class medical expire August 1st because he was too
>busy nosing around Brodhead and Oshkosh and forgot to make an appt.
>
>This guy can still fly the Pietenpol by falling back on the sport pilot
>drivers license rule, right ????
>
>I have no passenger liability insurance or other insurance on the plane so
>I'm not worried about busting the insurance requirements by not having a
>current medical.
>
>This guy is ME as you all know by now.
>
>Mike C. thinking about going flying today after work or Wednesday
>
>PS....don't forget to check the TFR's dummy.. Note to self.
>
>
>--
>No virus found in this incoming message.
>
>
>-- incoming mail is certified Virus Free.
>Checked by AVG Anti-Virus.
Message 30
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|
| Subject: | Re: I can fly legally, right ? |
--> Pietenpol-List message posted by: <foto@alaska.net>
I don't think you can fly it on a Sport Pilot's License. A Sport Pilot can't fly
a regular N-numbered aircraft unless it is an ELSA, SLSA, or LSA registered
aircraft. Also you would have to declare with the FAA that you are changing from
a ? Private Pilot Certification to a Sport Pilot. If the FAA wanted to get
sticky, and they might, they will require you to get a proficiency check for each
type of aircraft that you fly...in the Sport Pilot Catagory. For example you
may be able to to re-register your Piet as an ELSA from Experimental but you
will have to have an airworthiness check and it would have to be approved by
a DAR to do it.
I checked into this because I am in the process of getting a Sport Pilot License
so that I can get a Sport Pilot Instructor's license ( and use my status as
a USUA BFI although I also have a Private with a n expired medical) and teach
flying to Light Sport Aircraft enthusiasts.
If you do re-register (providing your DAR will let you, it has been done here in
Alaska by the way) you may instruct in your plane up until 2010.
At least this is the way I read the regs, but if you doubt this read the FAR in
your recent FAR/AIM manual.
RS
----- Original Message -----
From: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Subject: Pietenpol-List: I can fly legally, right ?
> --> Pietenpol-List message posted by: Michael D Cuy
> <Michael.D.Cuy@grc.nasa.gov>
> Hey all you well-read, well-informed Piet nuts out there------
>
> A guy flies a Piet that is fully maintained and has a current
> condition
> inspection.
>
> The plane falls within the sport pilot category easily.
>
> The pilot lets his 3rd class medical expire August 1st because he
> was too
> busy nosing around Brodhead and Oshkosh and forgot to make an appt.
>
> This guy can still fly the Pietenpol by falling back on the sport
> pilot
> drivers license rule, right ????
>
> I have no passenger liability insurance or other insurance on the
> plane so
> I'm not worried about busting the insurance requirements by not
> having a
> current medical.
>
> This guy is ME as you all know by now.
>
> Mike C. thinking about going flying today after work or Wednesday
>
> PS....don't forget to check the TFR's dummy.. Note to self.
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 31
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| Subject: | Re: I can fly legally, right ? |
--> Pietenpol-List message posted by: Kip and Beth Gardner <kipandbeth@earthlink.net>
Mike,
You should check with EAA, but based on a forum Forrest Barber did
recently, here's my take on it.
Your plane qualifies as a LSA without any further effort on your part
due to the fact that it falls well within the design/performance
criteria for an LSA - it does not need to be reregistered as anything
but what it already is.
Registering a plane as a LSA means that it can only be used under LS
rules. Any GA aircraft (certificated or experimental) that is
already registered with an N number can be flown under LS rules if it
meets the design/performance criteria for a LSA (i.e. does not exceed
the weight/performance limits set for flying under LS rules).
However, since your medical has lapsed, YOU can't fly it until you
have the proper endorsements to fly under SP rules.
Given that you already have a valid ticket, getting this should be no
big deal. Run down to Barber airport & have a chat with Forrest, I
believe he is now certified to teach/endorse in the SP category -
you'll probably be able to get him to do the whatever is necessary to
get you qualified in a matter of hours.
Hope this helps.
Kip Gardner
At 3:28 PM -0800 8/8/06, <foto@alaska.net> wrote:
>--> Pietenpol-List message posted by: <foto@alaska.net>
>
>I don't think you can fly it on a Sport Pilot's License. A Sport
>Pilot can't fly a regular N-numbered aircraft unless it is an ELSA,
>SLSA, or LSA registered aircraft. Also you would have to declare
>with the FAA that you are changing from a ? Private Pilot
>Certification to a Sport Pilot. If the FAA wanted to get sticky, and
>they might, they will require you to get a proficiency check for
>each type of aircraft that you fly...in the Sport Pilot Catagory.
>For example you may be able to to re-register your Piet as an ELSA
>from Experimental but you will have to have an airworthiness check
>and it would have to be approved by a DAR to do it.
>I checked into this because I am in the process of getting a Sport
>Pilot License so that I can get a Sport Pilot Instructor's license (
>and use my status as a USUA BFI although I also have a Private with
>a n expired medical) and teach flying to Light Sport Aircraft
>enthusiasts.
>If you do re-register (providing your DAR will let you, it has been
>done here in Alaska by the way) you may instruct in your plane up
>until 2010.
>At least this is the way I read the regs, but if you doubt this read
>the FAR in your recent FAR/AIM manual.
>RS
--
North Canton, OH
Message 32
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| Subject: | Re: I can fly legally, right ? |
--> Pietenpol-List message posted by: "D.Reid" <dreidjax@alltel.net>
I dont mean to "butt-In" butt...I thought Recreational/Private pilot
certified was "Grandfathered" in and could fly as LSP. I may be wrong...I
usually am.
Dave..Down in Florida
----- Original Message -----
From: "Kip and Beth Gardner" <kipandbeth@earthlink.net>
Sent: Tuesday, August 08, 2006 8:19 PM
Subject: Re: Pietenpol-List: I can fly legally, right ?
> --> Pietenpol-List message posted by: Kip and Beth Gardner
> <kipandbeth@earthlink.net>
>
> Mike,
>
> You should check with EAA, but based on a forum Forrest Barber did
> recently, here's my take on it.
>
> Your plane qualifies as a LSA without any further effort on your part due
> to the fact that it falls well within the design/performance criteria for
> an LSA - it does not need to be reregistered as anything but what it
> already is.
>
> Registering a plane as a LSA means that it can only be used under LS
> rules. Any GA aircraft (certificated or experimental) that is already
> registered with an N number can be flown under LS rules if it meets the
> design/performance criteria for a LSA (i.e. does not exceed the
> weight/performance limits set for flying under LS rules).
>
> However, since your medical has lapsed, YOU can't fly it until you have
> the proper endorsements to fly under SP rules.
>
> Given that you already have a valid ticket, getting this should be no big
> deal. Run down to Barber airport & have a chat with Forrest, I believe he
> is now certified to teach/endorse in the SP category - you'll probably be
> able to get him to do the whatever is necessary to get you qualified in a
> matter of hours.
>
> Hope this helps.
>
> Kip Gardner
>
>
> At 3:28 PM -0800 8/8/06, <foto@alaska.net> wrote:
>>--> Pietenpol-List message posted by: <foto@alaska.net>
>>
>>I don't think you can fly it on a Sport Pilot's License. A Sport Pilot
>>can't fly a regular N-numbered aircraft unless it is an ELSA, SLSA, or LSA
>>registered aircraft. Also you would have to declare with the FAA that you
>>are changing from a ? Private Pilot Certification to a Sport Pilot. If the
>>FAA wanted to get sticky, and they might, they will require you to get a
>>proficiency check for each type of aircraft that you fly...in the Sport
>>Pilot Catagory. For example you may be able to to re-register your Piet as
>>an ELSA from Experimental but you will have to have an airworthiness check
>>and it would have to be approved by a DAR to do it.
>>I checked into this because I am in the process of getting a Sport Pilot
>>License so that I can get a Sport Pilot Instructor's license ( and use my
>>status as a USUA BFI although I also have a Private with a n expired
>>medical) and teach flying to Light Sport Aircraft enthusiasts.
>>If you do re-register (providing your DAR will let you, it has been done
>>here in Alaska by the way) you may instruct in your plane up until 2010.
>>At least this is the way I read the regs, but if you doubt this read the
>>FAR in your recent FAR/AIM manual.
>>RS
>
> --
>
> North Canton, OH
>
>
> http://www.matronics.com/Navigator?Pietenpol-List
> Limit Now At: 1MB - 08/08/06 (was 2MB)
>
>
>
Message 33
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| Subject: | Re: I can fly legally, right ? |
--> Pietenpol-List message posted by: Jeff Boatright <jboatri@emory.edu>
The best bet is to email Joe Norris of the EAA at jnorris@eaa.org
He will get right back to you and he is knowledgeable.
Jeff
--
Jeffrey H. Boatright, Ph.D.
Associate Professor
Department of Ophthalmology
Emory University School of Medicine
Atlanta, GA 30322
Editor-in-Chief
Molecular Vision
http://www.molvis.org/
Message 34
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| Subject: | Re: I can fly legally, right ? |
--> Pietenpol-List message posted by: John Hofmann <jhofmann@reesgroupinc.com>
Sportpilot.org has the following answers. Bash EAA all you want (I do too)
but they need to be given credit for LSA and Sport Pilot. The bottom line is
Mikee can fly his airplane without guilt or endorsements.
Question :
Does an existing private pilot operating as a sport pilot need an
endorsement to fly different makes and models of light sport aircraft?
Answer :
No, as private pilot, you have already been trained to a higher standard
than a sport pilot. You are restricted to the category and class that you
have earned and that is shown on your pilot certificate. So if you hold an
Airplane-Single Engine Land rating, you are allowed to operate any single
engine airplane that meets the definition of a light-sport aircraft.
However, if the aircraft is a taildragger, you are required to comply with
the tailwheel endorsement requirements of 61.31(i).
Question :
Can I fly an Experimental Amateur-Built (homebuilt) aircraft as a sport
pilot?
Answer :
Yes, as long as the aircraft meets the definition of a light-sport aircraft
- a Pietenpol does. (Ref: 14 CFR Part 1.1)
Question :
What does an existing private pilot (or higher) need to do to fly as a sport
pilot?
Answer :
An airman holding a private pilot or higher pilot certificate has already
been trained to a higher standard than a sport pilot. To operate as a sport
pilot, you are dropping down and operating at a lower level. The primary
advantage of operating as a sport pilot is that you can avoid the cost and
hassle of maintaining a third class medical. You can use your valid US state
drivers license in lieu of an FAA medical certificate as long as your most
recent medical application was not denied, suspended, withdrawn, or revoked.
If you use your drivers license to establish medical fitness, you must carry
it with you when you fly. (Remember that 14 CFR 61.3 requires all pilots to
carry a photo ID, so you'll probably be carrying your drivers license
anyway.)
To operate as a sport pilot, you must;
a) Operate day, VFR only
b) Carry your valid state drivers license
c) Self certify before each flight that you have no medical conditions that
would jeopardize the safety of the flight
d) Fly an aircraft that meets the definition of a light-sport aircraft (LSA)
e) Fly only your approved category/class of LSA
f) Have a current flight review
The main disadvantages of a operating as a sport pilot are that youre
limited to a flying only an aircraft that meest the LSA definition, you
cannot fly at night or over 10000 MSA, and are limited by the aircraft to
one passenger
Question :
I held a third class med special issuance for 5 yrs. I let it lapse 3 and a
half yrs ago. I was not denied, am i eligable to fly light sport? (Mike's
lapsed with no special issuance).
Answer :
Yes. Since your medical certificate was not denied, revoked, suspended or
withdrawn by the FAA, you have the option of operating at the sport pilot
level.
-john-
>> --> Pietenpol-List message posted by: <foto@alaska.net>
>>
>> I don't think you can fly it on a Sport Pilot's License. A Sport
>> Pilot can't fly a regular N-numbered aircraft unless it is an ELSA,
>> SLSA, or LSA registered aircraft. Also you would have to declare
>> with the FAA that you are changing from a ? Private Pilot
>> Certification to a Sport Pilot. If the FAA wanted to get sticky, and
>> they might, they will require you to get a proficiency check for
>> each type of aircraft that you fly...in the Sport Pilot Catagory.
>> For example you may be able to to re-register your Piet as an ELSA
>> from Experimental but you will have to have an airworthiness check
>> and it would have to be approved by a DAR to do it.
>> I checked into this because I am in the process of getting a Sport
>> Pilot License so that I can get a Sport Pilot Instructor's license (
>> and use my status as a USUA BFI although I also have a Private with
>> a n expired medical) and teach flying to Light Sport Aircraft
>> enthusiasts.
>> If you do re-register (providing your DAR will let you, it has been
>> done here in Alaska by the way) you may instruct in your plane up
>> until 2010.
>> At least this is the way I read the regs, but if you doubt this read
>> the FAR in your recent FAR/AIM manual.
>> RS
Message 35
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| Subject: | Lowell Frank, Funk engine |
Sayre,William G
Hi Bill,
Good to hear from you. I got to talk to Lowell Frank and had a most interesting
conversation. He has a wealth of Pietenpol and Funk information. As Michael
Cuy said,he is a definite expert on the Funk.Some points of information were:
Regular auto gas can be used.
Use 10-40 wt. oil
Up to 65 pounds of oil pressure
Change the oil 30 minutes after the first run.
Install a gas shut-off valve at the wing tank feed.
I have a Funk Engine service manual that has all of the specs for the engine; torque
values, how to disassemble and reasemble the engine and much more. I can
make a copy of it and send it to you. It is about ten pages long. All I need
is an address.
Don S.
Message 36
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| Subject: | Re: Charging Question |
In a message dated 8/8/2006 5:21:14 AM Central Standard Time,
HelsperSew@aol.com writes:
Ken,
You stated that the FAA requires you to have a transponder if you have an
engine driven charging system. This is NOT TRUE. You only need a transponder
turned on when flying through specified airspace ie: Class C, B. FYI.
Dan Helsper
Poplar Grove IL
Dan,
That was me that mentioned this portion of the FAA requirements for a
transponder. I searched for the FAR, but I can't find it. It was someone on this
list that produced that FAR, and that is what stuck in my 51 year old mind. I
think it may have been Cy. As I recall, it stated that if a plane is certified
with an engine driven electrical system, then it must have a transponder.
There is another FAR that calls out when a transponder must be used.
Chuck G.
NX770CG
Message 37
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| Subject: | Re: Oklahoma Fly-in this weekend |
In a message dated 8/8/2006 8:42:04 AM Central Standard Time,
steve@wotelectronics.com writes:
This weekend we're having a fly-in/BBQ at O44 (Oscar 44) near Norman,
Oklahoma. I don't know of any Pietenpols that will be there other
than mine, but I'd sure like to see some. Chuck G.? Jim M.? I know
there are a few local builders I haven't met yet. Drive or fly,
however you can make it. It'll be a little warm, but we'll still have
a good time. I'll provide drinks, & there is a small BBQ restaraunt
where we'll have lunch & cool off.
Details here:
http://www.wotelectronics.com/flyin
Steve,
I can't make it this weekend, but I just got a flyer in the snail mail that
mentioned 'Oklahoma Festival of Flight' - Sept 30 / Oct 1. I may be able to
make that one, and then there is the EAA fly-in at Bartlesville OK.
Chuck G.
NX770CG
Message 38
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| Subject: | Oshkosh Pictures, Sportcamper. |
--> Pietenpol-List message posted by: "Dave Case" <dav3xor@gmail.com>
My Oshkosh equivalent of the Brodhead pages I put up last week is
done. Took me forever, but it's pretty nice.
http://www.builddiary.net/logs/22
I stopped by the Aerolab pen when I was there, got a couple pictures
of the low wing version of the Sportcamper. I get the impression they
haven't flown the high wing version yet. They also had an interesting
bicycle design there, also very expensive ($1700, and it's not a
racing bike).
The sportcamper is at least a size bigger than a Pietenpol, seems to
be made to a fairly nice standard, but they are trying to sell stuff
they haven't built yet (as far as I know.) The Italian designer
seemed like a decent guy.
--
David Case
Dav3xor@gmail.com
www.builddiary.net
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