Today's Message Index:
----------------------
1. 12:05 AM - Re: Radio and tail hook release (Peter W Johnson)
2. 04:10 AM - Re: Radio and tail hook release (Gene & Tammy)
3. 05:33 AM - Re: braze or weld and guilt (Phillips, Jack)
4. 07:38 AM - Re: Value of EAA (rmueller23)
5. 07:59 AM - Re: Re: Value of EAA (Rick Holland)
6. 11:48 AM - Re: Radio and tail hook release (Skip Gadd)
Message 1
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| Subject: | Radio and tail hook release |
Gene,
Sorry, wrong URL, should be HYPERLINK
"http://www.cpc-world.com/new_card_images/images/IMG_0213_JPG.jpg"http://
www
.cpc-world.com/new_card_images/images/IMG_0213_JPG.jpg
Cheers
Peter
Wonthaggi Australia
HYPERLINK "http://www.cpc-world.com/"http://www.cpc-world.com
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Gene &
Tammy
Sent: Saturday, 25 August 2007 7:52 AM
Subject: Re: Pietenpol-List: Radio and tail hook release
Peter, thanks for the info. The photo of the handheld will help a lot
but I
couldn't get the page for the antenna to come up. An electric start
would
help.
Thanks again
Gene
----- Original Message -----
From: HYPERLINK "mailto:vk3eka@bigpond.net.au"Peter W Johnson
"mailto:pietenpol-list@matronics.com"pietenpol-list@matronics.com
Sent: Thursday, August 23, 2007 5:55 PM
Subject: RE: Pietenpol-List: Radio and tail hook release
Gene,
Re the radio antenna, I put mine behind the pilot=92s seat (HYPERLINK
"http://www.cpc-world.com/new_card_images/pages/IMG_0213_JPG"http://www.c
pc-
world.com/new_card_images/pages/IMG_0213_JPG). I know it=92s a bit late
if you
are already flying but it works well. I have seen a similar antenna
mounted
on the outside of the fuse on a Corby Starlet that looked OK.
The only problem I have with the radio is wind noise in the mike. My
handheld mounts at my right hand (HYPERLINK
"http://www.cpc-world.com/new_card_images/images/IMG_0394_JPG.jpg"http://
www
.cpc-world.com/new_card_images/images/IMG_0394_JPG.jpg).
As for the tail hook, well an electric start on the Corvair does away
with
the need!!!!
Cheers
Peter
Wonthaggi Australia
HYPERLINK "http://www.cpc-world.com/"http://www.cpc-world.com
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Gene &
Tammy
Sent: Friday, 24 August 2007 6:32 AM
Subject: Pietenpol-List: Radio and tail hook release
Pieters,
It's too hot (106) to fly or work in the hanger or shop so I'm hanging
around (inside) the house doing the things I should have gotten done a
long
time ago. While doing those honey-dooos I was thinking about my Piet
and
what needs to be done next. Corky sent me a new set of eyebrows that I
need
to finish up and paint and I guess the next item I need to take care of
is
my radio.
I'm not having much luck getting out on the old hand held. Not sure if
it's
because I have it laying down next to my seat or because I'm using a
rubber
duckie antenna. Where do the rest of you find to be the best place to
keep
your handheld? (I'm 200 lbs and take up most of the cockpit) Are you
using
the rubber duckie or do you have a permanent antenna. If so, where?
Another item I'm going to have to come up with is a tail hook release.
With
my old prop I could start the engine and at idle remove my chock and the
Piet would stay put while I got in. With the new prop (74 X 38) not a
chance! What I've had to do so far is place small wedges of wood under
each
wheel so that after I remove the Chock the plane will stay put. I just
raise the RPM a bit and roll over the wedges when I want to leave. I'm
not
happy doing it that way and would rather come up with a tail hook
release I
can control from the cockpit. Anyone have any ideas?
Here's an observation I'd like to pass on to any tall person that is
building a Piet. Make your dash slanted rather than straight up and
down.
I'm tall (6') and I'm not able to easly see the gages on my dash. It
would
be so much easier if the dash was slanted.
Just noticed the time. Better get back to the Honey dooos as THE wife
will
be getting home soon.
Gene in HOT Tennessee (poor ol fat boy from Alaska doesn't do well in
the
heat)
N502R
22/08/2007 6:51 PM
href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.mat
ronic
s.com/Navigator?Pietenpol-List
href="http://forums.matronics.com">http://forums.matronics.com
_____
24/08/2007
2:59 PM
Message 2
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| Subject: | Re: Radio and tail hook release |
Thanks Peter. It's too late for me to do as you did but it did give me
some ideas.
Gene
-------------------------------------------------------------------------
-----
8/23/2007 4:04 PM
Message 3
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| Subject: | braze or weld and guilt |
Good post, Ed.
It's nice to see someone actually give factual data and a real reason
for not brazing 4130. In addition, I would add that welding 4130 is
pretty easy and there is no particular reason to braze when it is so
easy to weld.
Jack Phillips
Raleigh, NC
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ed G.
Sent: Friday, August 24, 2007 5:48 PM
Subject: Re: Pietenpol-List: braze or weld and guilt
I was in the end process of building my control parts as per the plans
years ago when this "no brazing" string came up. being a perfectionist I
had a couple of weeks worth of work in my control parts at the time. I
did a lot of research in an effort to confirm the claim. I check with
the welding instructor at the tech center where I work who traines world
champion VICA welding competitors, I borrowed and researched welding
textbooks, I bought and checked out several welding manuals, I read
43-13 and finally I bought and read the book written by Mr. finch where
this string was supposed to origionate from. The only place that I found
anything on the subject was about two sentenses in Mr. Finche's book
which said that when 4130 steel is brazed the grain of the steel expands
letting brass enter the voids between the grain, when the 4130 cools the
brass hardens first and does not let the steel contract to it's
origional state causing the steel to potentially split along the grain
lines. Sounds like one very experinenced welders opinion to me. I heard
from several builders who said they had brazed their 4130 as per the
plans and had been flying with them for many years. I have since remade
some of the more critical parts and welded them but some of the small
but labor intesive parts like the control tube bushings which would
require additional weeks of work to remake the whole control tube will
be flying with me. Bottom line is if you haven't made the part yet I
would weld the 4130 rather than braze it. If it is a critical part like
the bellcrank, It's not that big of a deal to make a new one. Ed G.
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Message 4
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| Subject: | Re: Value of EAA |
Greg, I think you are spot on with your commentary on the cost of the LSA's being
completely at odds with the idea that they will make aircraft ownership affordable.
A quick, unscientfic survey of prices of Cubs, Champs, and 140s on Barnstormers
revealed prices between $20k and $30k (except for one gentleman trying to get
$46k for an 85hp J-3.....ridiculous). A new 7EC Champ from the factory is priced
at $89k, new Cub variants anywhere from $92k to $120k, and the new Cessna
162 is supposed to be in the $100k range. I cannot fathom plunking down those
large amounts of money for an aircraft that will provide me with the same functionality
as a used original for 1/4 of the cost.
One of the goals of LSA was to get more people into flying, and aircraft ownership.
So, as LSA was being developed, with the cost of used light aircraft in the
$15k to $25k range, it was deemed that the cost of learning to fly and own
your own light aircraft was too great. In order to fix that we are going to slightly
decrease the cost of learning to fly with the Sport Pilot license, and
then have market demand increase the cost of used LSA's by $10k and fill the market
with new LSA's that cost four times more than what was not affordable before?
I don't get it.
But, that may jive with what the brain trust in charge of EAA wants. Why try to
attract a membership base that can only afford to fly a Piet, or an old Champ,
or a 140. How in the world will those people also be able to afford a John Deere
lawn tractor, a Gator, and a new Ford Mustang?
In addition, I could definitely forsee a replay of the post-war aircraft manufacturing
bust with the new LSA market when the demand for these expensive new light
aircraft does not meet the supply. I sincerely hope that is not the case,
but I'm not holding out much hope.
Ah well, enough of a rant for now. My wife and I ordered Pietenpol plans, and they
arrived this past Wednesday! Time to get started. Have a good weekend everyone,
Ryan
I think, could be wrong, that what you're observing is what some of us are holding
EAA accountable for. LSA was about making aircraft affordable again. As I
watched this bit of rulemaking take shape it appeared the EAA was fostering it
well. It wasn't until I saw the price tags on the offerings of the companies
in that space which EAA supported and spotlighted that I realized someone was
missing the reality check.
At the latest Airventure, I was constantly cruising the area and feeling like I
must be the only guy there wondering how in the world a price of $60-90k on a
new Cub variation could be considered competitive. It's competitive only within
the manufacturing circle and certainly not within the market. The reason that
Cessna sold so many airplanes through the 60's was that the price fit within
a certain percentage of the medium income. There is nothing on the market today
certifiable as an airplane whose price falls within that median income target.
In other words, I'm an average guy and I can't afford what is being represented
as the average market. As the champions of LSA, EAA missed the mark as they supported
the efforts behind these unrealistically priced machines. That's also
what's wrong with Cessna's LSA. Most of the orders are from schools. Neither
the schools nor the manufacturer have yet realized that they are wasting their
money if they can't afford to sell an airplane to someone AFTER they get their
license. In order to sustain reasonable prices and production, the craft have
to become affordable for general ownership. Making that happen assures the schools
that they'll have students in the future.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130958#130958
Message 5
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| Subject: | Re: Value of EAA |
I agree with what you have said about the LSA market. Another interesting
side effect of Sport Pilot is it's effect on the ultralight market (which is
the most affordable way to fly). The ultralight area at AirVenture was like
a ghost town. The loss of the BFI thing has really killed it. I guess most
people that want to buy a two place aircraft want a 'real' looking airplane
rather than an 'ultralight' looking airplane. But ultralights are still the
most affordable way to go, you just have to get a Sport Pilot license now,
or if you have a revoked medical go part 103.
Rick
On 8/25/07, rmueller23 <rmueller23@gmail.com> wrote:
>
>
> Greg, I think you are spot on with your commentary on the cost of the
> LSA's being completely at odds with the idea that they will make aircraft
> ownership affordable.
>
> A quick, unscientfic survey of prices of Cubs, Champs, and 140s on
> Barnstormers revealed prices between $20k and $30k (except for one gentleman
> trying to get $46k for an 85hp J-3.....ridiculous). A new 7EC Champ from the
> factory is priced at $89k, new Cub variants anywhere from $92k to $120k, and
> the new Cessna 162 is supposed to be in the $100k range. I cannot fathom
> plunking down those large amounts of money for an aircraft that will provide
> me with the same functionality as a used original for 1/4 of the cost.
>
> One of the goals of LSA was to get more people into flying, and aircraft
> ownership. So, as LSA was being developed, with the cost of used light
> aircraft in the $15k to $25k range, it was deemed that the cost of learning
> to fly and own your own light aircraft was too great. In order to fix that
> we are going to slightly decrease the cost of learning to fly with the Sport
> Pilot license, and then have market demand increase the cost of used LSA's
> by $10k and fill the market with new LSA's that cost four times more than
> what was not affordable before? I don't get it.
>
> But, that may jive with what the brain trust in charge of EAA wants. Why
> try to attract a membership base that can only afford to fly a Piet, or an
> old Champ, or a 140. How in the world will those people also be able to
> afford a John Deere lawn tractor, a Gator, and a new Ford Mustang?
>
> In addition, I could definitely forsee a replay of the post-war aircraft
> manufacturing bust with the new LSA market when the demand for these
> expensive new light aircraft does not meet the supply. I sincerely hope that
> is not the case, but I'm not holding out much hope.
>
> Ah well, enough of a rant for now. My wife and I ordered Pietenpol plans,
> and they arrived this past Wednesday! Time to get started. Have a good
> weekend everyone,
>
> Ryan
--
Rick Holland
ObjectAge Ltd.
Castle Rock, Colorado
Message 6
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| Subject: | Re: Radio and tail hook release |
Gene,
These may help. The picture is looking aft through the hole in the back of the
pilot seat, this is a GN-1 so the control linkage is different from a Pietenpol.
I had to work in the space back there so my "fork" is not exactly like the
drawing, but it is the same electrically. The dark branch is the antenna and the
gold colored are the ground plane.
Skip
----- Original Message -----
From: Gene & Tammy
Sent: 8/24/2007 7:39:31 PM
Subject: Re: Pietenpol-List: Radio and tail hook release
Skip,
I'm trying to work out just how I would make the "fork". It sounds like a really
good idea.
Gene
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