Today's Message Index:
----------------------
1. 04:47 PM - Plans (Larry Rice)
2. 05:12 PM - Re: B & B Aircraft-- Some info (Rcaprd@aol.com)
3. 07:45 PM - airplane plans & carb ice (Oscar Zuniga)
4. 09:31 PM - Re: airplane plans & carb ice (Gordon Bowen)
Message 1
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If you wnat some well drawn scratch build tube & rag plans, try one of
Ed Fisher's designs. I anyone wants to build a Zippy Sport, I have a set
of those.
Larry the micro Mong guy
--
Message 2
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| Subject: | Re: B & B Aircraft-- Some info |
Here is the one I have information on :
B & C Specialty Products Inc
123 East 4th
PO Box B
Newton, KS 67114 US
316-283-8000
Fax: 316-283-7400
_sales@bandcspecialty.com_ (mailto:sales@bandcspecialty.com)
************************************** See what's free at http://www.aol.com.
Message 3
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| Subject: | airplane plans & carb ice |
Seeing the various posts here about the Piet, EZ, and GN plans, I guess my
take is a little different from some. I buy or acquire plans for the sheer
enjoyment of reading and studying them and I have maybe a dozen or more
different sets of plans. I learn from each and every detail, every view,
every section, every parts list. I don't expect them to be perfect and I
don't expect them to be complete. I feel that I have enough interest and
support to build one of whatever the plans are describing if I understand
the designer's intent and spend enough time studying, examining, and
dry-fitting things together. And it's what I most enjoy about
scratch-building. I don't want a kit.
What I don't appreciate are plans that are put out by theoreticians and
marketed as "real". If I know that the designer actually built what he drew
up, that's good enough for me- I can fill in the blanks, smooth out the
curves, and spot the "you can't get there from here" stuff. It might cost
me a scrapped piece of wood or metal, or the wrong length AN bolt, but
that's OK. I don't mind following in the footsteps of somebody who has
already built the part (or assembly) that I'm trying to build or understand
from his drawings. I'm just grateful that he left me a trail of bread
crumbs to follow on the way to my own dreams, part-way up a trail with
someone else's footsteps on it.
I know I'm not a kit builder and I'm not a "connect the dots" builder. And
I don't think there are too many of that type of folks on this list. We
build for the enjoyment, the challenge, the reward of working out the fine
points and finding a slightly better way to do things. We build on the
strong foundations but put our own touches on the finish.
Might as well pass along my hard luck story for today. I went out to the
airport, pulled the cowlings off the airplane, and set the idle speed and
mixture on the carb (one of those "I'll get around to it" tasks that I'd
been putting off). Set it at 550 RPM, as per Gorden Bowen's and others'
recommendations for summer operations on the A65. Replaced the cowlings,
preflighted, taxied to the active, and ran up the engine. Perfect. Lined
up on the numbers, throttle in, tail up, and about 100' down the runway she
started to stumble. Back on the power, the engine RPM smoothed out, but I
was concerned.
Back-taxied to the numbers, set the brakes, and full power runup this time.
Clean. Full RPM, nice drop on mags and carb heat, no hesitation, no
stumble. Rolled it back out onto the numbers, power in, tail up, stumble!
Power back and that cleaned up the roughness, but I decided it wasn't my day
to fly.
Taxied to the hangar and looked under the cowling. Frost on the carb body
and manifold, and lots of condensation on the carb and manifold areas. Carb
ice. I didn't have a lot of time to give it another shot and had other
tasks to do so I did them and put the airplane away. Thirty-five minutes
after shutting down the engine, there was still condensation on the carb.
My Tech Counselor up in Oregon, a Piet flyer with a Franklin on his
airplane, advised me to use carb heat while taxiing and anytime the throttle
came back to less than 1500 RPM. I think I'll take his advice from now on.
Oscar Zuniga
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
_________________________________________________________________
Exercise your brain! Try Flexicon.
http://games.msn.com/en/flexicon/default.htm?icid=flexicon_hmemailtaglineapril07
Message 4
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| Subject: | Re: airplane plans & carb ice |
Wow, we almost lost Oscar. Glad it happened on the ground and safe. The
last time I had a hack hack cough the damn plane was 200' in the air, still
had 5000' of runway to slip it back on with idle power. I had put an
electric (Facet) boost pump in the fuel line to help with fuel head pressure
on takeoffs. Forgot the pump switch, and the little ball inside pump kinda
got stuck so fuel couldn't completely free flow from tank to carb. Facet
claims the pump is completely non-restrictive when switch is off. Took
pump back out of system, never had another problem. Electric fuel pump
booster is recommended on some midwing homebuilts like the Longeze or Cozy.
Figured couldn't hurt Piete's system due to low tank but was surprised to
learn this little pump can get stuck closed and has happened to other
builders in canard group.
Agree 100% with comments about scratch built plans, it's always good to
expand idears. Got lots of good ideas just looking at others projects via
EAA meets.
Gordon
----- Original Message -----
From: "Oscar Zuniga" <taildrags@hotmail.com>
Sent: Sunday, April 29, 2007 6:44 PM
Subject: Pietenpol-List: airplane plans & carb ice
> <taildrags@hotmail.com>
>
> Seeing the various posts here about the Piet, EZ, and GN plans, I guess my
> take is a little different from some. I buy or acquire plans for the
> sheer enjoyment of reading and studying them and I have maybe a dozen or
> more different sets of plans. I learn from each and every detail, every
> view, every section, every parts list. I don't expect them to be perfect
> and I don't expect them to be complete. I feel that I have enough
> interest and support to build one of whatever the plans are describing if
> I understand the designer's intent and spend enough time studying,
> examining, and dry-fitting things together. And it's what I most enjoy
> about scratch-building. I don't want a kit.
>
> What I don't appreciate are plans that are put out by theoreticians and
> marketed as "real". If I know that the designer actually built what he
> drew up, that's good enough for me- I can fill in the blanks, smooth out
> the curves, and spot the "you can't get there from here" stuff. It might
> cost me a scrapped piece of wood or metal, or the wrong length AN bolt,
> but that's OK. I don't mind following in the footsteps of somebody who
> has already built the part (or assembly) that I'm trying to build or
> understand from his drawings. I'm just grateful that he left me a trail
> of bread crumbs to follow on the way to my own dreams, part-way up a trail
> with someone else's footsteps on it.
>
> I know I'm not a kit builder and I'm not a "connect the dots" builder.
> And I don't think there are too many of that type of folks on this list.
> We build for the enjoyment, the challenge, the reward of working out the
> fine points and finding a slightly better way to do things. We build on
> the strong foundations but put our own touches on the finish.
>
> Might as well pass along my hard luck story for today. I went out to the
> airport, pulled the cowlings off the airplane, and set the idle speed and
> mixture on the carb (one of those "I'll get around to it" tasks that I'd
> been putting off). Set it at 550 RPM, as per Gorden Bowen's and others'
> recommendations for summer operations on the A65. Replaced the cowlings,
> preflighted, taxied to the active, and ran up the engine. Perfect. Lined
> up on the numbers, throttle in, tail up, and about 100' down the runway
> she started to stumble. Back on the power, the engine RPM smoothed out,
> but I was concerned.
>
> Back-taxied to the numbers, set the brakes, and full power runup this
> time. Clean. Full RPM, nice drop on mags and carb heat, no hesitation,
> no stumble. Rolled it back out onto the numbers, power in, tail up,
> stumble! Power back and that cleaned up the roughness, but I decided it
> wasn't my day to fly.
>
> Taxied to the hangar and looked under the cowling. Frost on the carb body
> and manifold, and lots of condensation on the carb and manifold areas.
> Carb ice. I didn't have a lot of time to give it another shot and had
> other tasks to do so I did them and put the airplane away. Thirty-five
> minutes after shutting down the engine, there was still condensation on
> the carb.
>
> My Tech Counselor up in Oregon, a Piet flyer with a Franklin on his
> airplane, advised me to use carb heat while taxiing and anytime the
> throttle came back to less than 1500 RPM. I think I'll take his advice
> from now on.
>
> Oscar Zuniga
> San Antonio, TX
> mailto: taildrags@hotmail.com
> website at http://www.flysquirrel.net
>
> _________________________________________________________________
> Exercise your brain! Try Flexicon.
> http://games.msn.com/en/flexicon/default.htm?icid=flexicon_hmemailtaglineapril07
>
>
>
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