Today's Message Index:
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1. 04:36 AM - Re: airplane plans & carb ice (Phillips, Jack)
2. 04:53 AM - wheels (Douwe Blumberg)
3. 06:13 AM - carb ice, triangle installed ? (Cuy, Michael D. (GRC-RXD0)[ASRC])
4. 06:59 AM - airplane plans & carb ice (edwinljohnson@bellsouth.net)
5. 03:09 PM - Pietenpol Vs. Flybaby cockpit (Ryan Michalkiewicz)
Message 1
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Subject: | airplane plans & carb ice |
Ahh Oscar - you've discovered the Dark Side of the A65. When I had a
J-3 Cub, on more than one occasion when the humidity was high and the
day was cool, I had the engine actaully quit while taxiing out for
takeoff on a long taxiway. When you do your runup, leave the carb heat
on for more time than just to see if you get an RPM drop. About 30
seconds should be long enough. Likewise, in flight when you are about
to reduce power, pull the carb heat "on" a good 10 to 30 seconds before
you actually pull the throttle back, so you've got plenty of heat to
warm up the carburetor body before cutting the throttle.
Jack Phillips
NX899JP
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Oscar
Zuniga
Sent: Sunday, April 29, 2007 10:45 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
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Message 2
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Hey guys,
My plans for being able to use a grass strip might be changing, which
might mean that my brakeless wire wheels might need replacing.
I've ordered some gokart brake drums from which I'm going to build up a
new hub. I can then either dismantle the brakelss wheels and send it
all back to Buchannans, OR I can sell the brakeless set for enough to
make a new set.
If anyone is interested in purchasing the brakeless set, contact me and
I can send pics.
They've never been used and are totally unique and authentic in that I
used old style smooth clincher WW1 style wheels and tires. They are use
28 X 3 tires. 38 Stainless steel spokes and laced at Buchannans.
Bronze bushings, grease fitting and they weigh 18 lbs.
IF I decide to proceed, I'd probably just want to start over rather than
taking these wheels apart, so selling them would be best.
my spam will catch your emails, but I'll find the message and add you to
my address book.
Douwe
douweblumberg@earthlink.net
Message 3
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Subject: | carb ice, triangle installed ? |
Oscar-- you have the same setup as I do with Aeronca stacks and carb
heat muff. Inside the muff where your front and rear pipes Y together
there should be a steel triangle that fits in that Y with about 1/8 inch
space between it and the pipes to slow the air down and get better heat
transfer to the hot side of your carb air scat hose. My pipes did
not come with this triangle so I had to add it. As I recall there is a
tab
(or you can weld one in) to nut and bolt the steel triangle to.
Mike C.
Message 4
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Subject: | airplane plans & carb ice |
Hello Oscar,
> Time: 07:45:31 PM PST US
> From: "Oscar Zuniga" <taildrags@hotmail.com>
> 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.
Actually, the prime RPM for ice is probably from around 1200 to 1600 or
1700 and 'theoretically' doesn't produce ice at idle or full power.
However, after owning a 65 hp Luscumbe 8A for 17 years, I became very
aware of ice, especially on chilly mornings in the fall and spring seasons
with our high humidity.
_But_, you need to consider operating environment (taxiways and runways)
for your above rule. Remember that the air with the carburetor heat ON is
_unfiltered_, bypassing the air filter and any sand, dust, etc. from the
runway and taxiway can go directly into your engine.
...Edwin
____________________________________________________________
"Once you have flown, you will walk the earth with your eyes
turned skyward, for there you have been, there you long to
return."-da Vinci http://bellsouthpwp2.net/e/d/edwinljohnson
Message 5
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Subject: | Pietenpol Vs. Flybaby cockpit |
Has anyone ever sat in a Bowers Flybaby cockpit and how does it compare in size
to the Piet? I remember it being a little tight. I'd hate to add the extra weight
just for 2".
Thanks,
-Ryan
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