---------------------------------------------------------- Pietenpol-List Digest Archive --- Total Messages Posted Mon 04/30/07: 5 ---------------------------------------------------------- Today's Message Index: ---------------------- 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 _____________________________________ Time: 04:36:03 AM PST US Subject: RE: Pietenpol-List: airplane plans & carb ice From: "Phillips, Jack" 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 --> 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_hmemailtaglin eapril07 _________________________________________________ ________________________________ Message 2 _____________________________________ Time: 04:53:24 AM PST US From: "Douwe Blumberg" Subject: Pietenpol-List: wheels 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 _____________________________________ Time: 06:13:56 AM PST US Subject: Pietenpol-List: carb ice, triangle installed ? From: "Cuy, Michael D. (GRC-RXD0)[ASRC]" 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 _____________________________________ Time: 06:59:07 AM PST US From: edwinljohnson@bellsouth.net Subject: Pietenpol-List: airplane plans & carb ice Hello Oscar, > Time: 07:45:31 PM PST US > From: "Oscar Zuniga" > 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 _____________________________________ Time: 03:09:02 PM PST US From: Ryan Michalkiewicz Subject: Pietenpol-List: 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 --------------------------------- Ahhh...imagining that irresistible "new car" smell? Check outnew cars at Yahoo! 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