Pietenpol-List Digest Archive

Sun 09/09/07


Total Messages Posted: 15



Today's Message Index:
----------------------
 
     1. 07:46 AM - Re: Aileron Gap - GN- 1 Grega plans (Tom Bernie)
     2. 08:52 AM - Re: ELT Location (Gardiner Mason)
     3. 10:47 AM - Re: new Texas Piet (Mike King)
     4. 03:49 PM - Piet Engines (DAVE CATES)
     5. 04:19 PM - High Speed Taxi (Chet's Mail)
     6. 05:25 PM - new Texas Piet (Oscar Zuniga)
     7. 05:31 PM - Re: High Speed Taxi (Ben Charvet)
     8. 05:38 PM - Re: Piet Engines (Ben Charvet)
     9. 06:22 PM - Continental A-75 cruise rpm question (kmordecai001@comcast.net)
    10. 06:27 PM - Re: High Speed Taxi (Dick Navratil)
    11. 06:36 PM - Re: High Speed Taxi (Gene & Tammy)
    12. 07:11 PM - Re: Continental A-75 cruise rpm question (Jeff Boatright)
    13. 08:01 PM - funny spars (Brian Kraut)
    14. 08:44 PM - Re: funny spars (Robert Gow)
    15. 11:05 PM - Interesting Aviation stuff near Virginia Beach??? (Jim Markle)
 
 
 


Message 1


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    Time: 07:46:39 AM PST US
    From: "Tom Bernie" <tsbernie@earthlink.net>
    Subject: Aileron Gap - GN- 1 Grega plans
    Wayne, I didn't like it much either, but gave up trying to figure another system that maintained the same horn geometry. So, I glued the fabric gap seals prior to finishing the wing and now I can't remove the aileron without cutting the fabric. It came out better than I expected. Guess I'm just lazy, but take a look. Tom Bernie Gloucester Mass -----Original Message----- From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Wayne Poole Sent: Saturday, September 08, 2007 12:30 PM Subject: Pietenpol-List: Aileron Gap - GN- 1 Grega plans We do not care for the Grega method of sealing the aileron gap with fabric. Can anyone suggest other ways? We are thinking about putting a radius filler on the aileron and an angle on the wing with about a 1/4 inch of gap.


    Message 2


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    Time: 08:52:11 AM PST US
    From: "Gardiner Mason" <airlion@bellsouth.net>
    Subject: Re: ELT Location
    skip, can you tell me more about your ground plane and location? I am almost ready to start covering.thanks, gardiner mason. ps I plan on putting an ant. on top of of the turtle back headrest for my icom handheld. I was told that I could line the fibreglass headrest with alum foil for the groundplane. ----- Original Message ----- From: "Skip Gadd" <skipgadd@earthlink.net> Sent: Thursday, September 06, 2007 10:21 PM Subject: RE: Pietenpol-List: ELT Location > Steve, > I used the AK-450 and located it behind the seat. The ELT antenna is the > dark vertical line between the elevator push/pull rod and rudder cable. > The > aft location is not a problem for me since I weigh 90 lbs less than the > guy > I bought the plane from. Since the plane is wood and experimental you can > locate the antenna inside the fuze. I used the same ground plane for the > com and ELT antennas. If you do mount the ELT up front, I wouldn't worry > about the cowl interfering with the antenna operation, since if the ELT > activated the plane may be upside down and the cowl would be a great > ground > plane;) > Skip > > >> >> So, give me your ELT location suggestions. Any pictures would be great. >> Thanks, >> Steve Ruse >> Norman, OK > >


    Message 3


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    Time: 10:47:15 AM PST US
    From: "Mike King" <mikek120@mindspring.com>
    Subject: Re: new Texas Piet
    Oscar, Please send me contact information for Ron and Patricia Hollmer in Corpus. I just moved from Dallas to Corpus to work for KRIS-KFD-KAJA-CW....a four station television group. Rockport is just few miles from me and I have a few television advertising clients there. I am going to move my GN-1 from Dallas to Corpus in the next few months and would like to see the Hollmer's new plane. Maybe we can get a South Texas Piet/GN-1 group together for some flying fun. Thanks. Mike King GN-1 77MK Portland / Corpus Christi, Texas ----- Original Message ----- From: Oscar Zuniga To: pietenpol-list@matronics.com Sent: Tuesday, September 04, 2007 9:03 AM Subject: Pietenpol-List: new Texas Piet <taildrags@hotmail.com> I had an email from Ron and Patricia Hollmer in Corpus Christi, TX- they now own Howard Henderson's Ford A-powered Piet and keep it at Rockport, TX. I added them to the Frappr site. Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ Share your special parenting moments! http://www.reallivemoms.com?ocid=TXT_TAGHM&loc=us


    Message 4


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    Time: 03:49:00 PM PST US
    From: "DAVE CATES" <davecates@charter.net>
    Subject: Piet Engines
    I'm new to this but was initially intrigued by the idea of Bernie's statement with the first Corvair , USE WHAT IS AVAILABLE. With great anticipation I've been thinking of my 1'st choice the a-65. the Corvair, the E-81 and so on. Has anyone ever noticed the torque and HP of some air cooled motor cycles. Keep the transmission start down the runway in 2nd or third gear and work up to 4,5,6, when in a tailwind when airborne or as power permits. By the way most of these use a belt drive pulley or sprocket for chain to easily design a PSRU to fit the prop application that you may have on hand. I know this way out of the box but as a machinist and engineer I never found a box that was not begging to be opened. Back to looking for that elusive continental.... THANX Dave


    Message 5


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    Time: 04:19:06 PM PST US
    From: "Chet's Mail" <Chethartley1@mchsi.com>
    Subject: High Speed Taxi
    Question to the group I have Don Hicks piet N920Y with the model A eng. While working my way up to take off speed by doing several taxi test, I find the aircraft keeps trying to pull to the left. I have several thousand hours of flight time and have owned two trail drager aircraft. But this one has a funny feel. I have the stright axle, with wire wheels. Any thoughts??? Thank you for your time Chet.


    Message 6


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    Time: 05:25:18 PM PST US
    From: "Oscar Zuniga" <taildrags@hotmail.com>
    Subject: new Texas Piet
    Mike; you wrote- >Please send me contact information for Ron and Patricia Hollmer in Corpus. >Maybe we can get a South Texas Piet/GN-1 group together for >some flying fun. Sorry, but Ron and I are Pietenpol people and we aren't interested in any sort of getting together with GN-1 people. !!!!!!!!!!!!JUST KIDDING!!!!!!!!!!!! Here's a snip from Ron's post to me: >Anyway I hope you have a safe trip to Port A, you will be driving within >two miles of our house if you come out over the JFK bridge and take 361, >you are welcome anytime or if you need anything while in the area, call us >at 361-288-4559 or my cell 361-443-6075. Best Regards, >Ron and Patricia Hollmer We just got back from Port Aransas today and I was wondering about flying down one of these Saturdays to swap lies with Ron and Patricia. Our youngest son is a deckhand aboard the Francesca, a 60' Hatteras out of Port Aransas and he's been wanting me to fly down so I can take him up to see Mustang Island from the air, as well as the inshore Gulf and Corpus Christi bay (as much as can be seen without tangling with those Navy and Coast Guard folks). Mike, I hope you hook up with the Hollmers and best of luck in your new job in the Coastal Bend... Oscar Zuniga Pietenpol Aircamper NX41CC San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net/piets/CorkyPiet.html _________________________________________________________________ Test your celebrity IQ. Play Red Carpet Reveal and earn great prizes! http://club.live.com/red_carpet_reveal.aspx?icid=redcarpet_hotmailtextlink2


    Message 7


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    Time: 05:31:23 PM PST US
    From: Ben Charvet <bcharvet@bellsouth.net>
    Subject: Re: High Speed Taxi
    Is it trying to lift the right wing, or just veering to the left? More than the normal amount that you would correct with right rudder? Ben Chet's Mail wrote: > Question to the group I have Don Hicks piet N920Y with the model A eng. > > While working my way up to take off speed by doing several taxi test, > I find the aircraft keeps trying to pull to the left. > > I have several thousand hours of flight time and have owned two trail > drager aircraft. But this one has a funny feel. > > I have the stright axle, with wire wheels. > > Any thoughts??? > > Thank you for your time Chet. > >* > > >* >


    Message 8


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    Time: 05:38:12 PM PST US
    From: Ben Charvet <bcharvet@bellsouth.net>
    Subject: Re: Piet Engines
    I've been watching this thread for a few days. The beauty of experimental aviation is it allows your creativity to flow. However, before you spend lots of time developing some exotic powerplant, check around to see what is insurable. I guess if you live out in the desert somewhere there is little chance you'd end up doing some damage on the ground it won't be a problem. I switched to an A-65 after collecting 3 Corvair cores because it looked like insurance would be a problem. Just my experience. I've heard of others insuring a William Wynn Corvair conversio, and I'm pretty sure the Model A has been around long enough to insure, but some of the stuff I've heard mentioned might cause an underwriter some heartburn. Its your butt in the seat if things go terribly wrong, but its your heirs that have to deal with the aftermath. Just a thought.... Ben Charvet DAVE CATES wrote: > I'm new to this but was initially intrigued by the idea of Bernie's > statement with the first Corvair , USE WHAT IS AVAILABLE. With great > anticipation I've been thinking of > my 1'st choice the a-65. the Corvair, the E-81 and so on. Has anyone > ever noticed the torque and HP of some air cooled motor cycles. Keep > the transmission start down the runway in 2nd or third gear and work > up to 4,5,6, when in a tailwind when airborne or as power permits. By > the way most of these use a belt drive pulley or sprocket for chain to > easily design a PSRU to fit the prop application that you may have on > hand. I know this way out of the box but as a machinist and engineer I > never found a box that was not begging to be opened. Back to looking > for that elusive continental.... THANX Dave > >* > > >* >


    Message 9


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    Time: 06:22:37 PM PST US
    From: kmordecai001@comcast.net
    Subject: Continental A-75 cruise rpm question
    Pieters, Keeping in mind that the only dumb question is the one that didn't get asked, here's a question for the Continental putt-putt guru's out there :-) I replaced my 72 x 42 Hegy recently on the Continental A-75 with a Performance Props 73 x 39, to get the static and climb rpm up into the A-75's rpm range. The numbers came out as follows in Florida summer late-in-the-day conditions: Hegy 72 x 42 Perf. Props Static 2150 2450 climbout @ 50mph 2200 2550 WOT level flight 2350 somewhere past redline....I didn't go there...... cruise @ 65 mph 2150 2500 The original Hegy was a good A-65 prop, but didn't let the A-75 rev up to get it's extra 10 hp. The Performance Prop seems to be a good A-75 climb prop, which was the goal, but........... Continental lists redline at 2300 and cruise at 2150 for the A-65. The Hegy was an A-65 prop and performed as such. The same manual lists A-75 redline at 2600 and cruise at 2300 (a 300 rpm difference??) With the new prop, 2450-2500 is achieved at about the same throttle setting as was used previously to get a 2150-2200 rpm cruise with the old prop. Oil pressure and temp are exactly the same as before (35 psi and 145-150F), and it feels happy & smooth. Now the question: Am I doing any harm to this engine running it this way? I can't understand why Continental's A-65 redline and cruise rpm are only 150 rpm apart, while the A-75 numbers are 300 rpm apart. If I pull back to 2300 rpm, I'm at what feels like 50-60% throttle. (hard to say without a manifold pressure guage, but the throttle is pulled waaaay back). Thanks in advance for any input. My gut tells me this situation is OK, but there's a lot of tribal knowledge out there & it never hurts to ask.... Dave Mordecai Panacea, FL NX520SF


    Message 10


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    Time: 06:27:33 PM PST US
    From: "Dick Navratil" <horzpool@goldengate.net>
    Subject: Re: High Speed Taxi
    Chet I had the same problem with mine, a straight axle, wire wheels, but a A-65 engine. But first, a basic rule with the Piet is that EVERYTHING makes a diffrence. I had rudder cables that went from the rudder bar to a point behind the seat where I had joined them to the tailwheel, a "Y". When I would taxi and lift the tail, the plane immediatly would veere to the left. This caused me to run off the runway a couple of times. I found that the tailwheel springs were storing energy and when the tail lifted, the rudder would shift. I replaced the cables with dual cables from the rudder bar, problem solved. Dick N. ----- Original Message ----- From: Chet's Mail To: pietenpol-list@matronics.com Sent: Sunday, September 09, 2007 6:18 PM Subject: Pietenpol-List: High Speed Taxi Question to the group I have Don Hicks piet N920Y with the model A eng. While working my way up to take off speed by doing several taxi test, I find the aircraft keeps trying to pull to the left. I have several thousand hours of flight time and have owned two trail drager aircraft. But this one has a funny feel. I have the stright axle, with wire wheels. Any thoughts??? Thank you for your time Chet.


    Message 11


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    Time: 06:36:11 PM PST US
    From: "Gene & Tammy" <zharvey@bellsouth.net>
    Subject: Re: High Speed Taxi
    Almost sounds like you have a brake dragging. Might also want to check your hub for heat after a run. Gene ----- Original Message ----- From: Chet's Mail To: pietenpol-list@matronics.com Sent: Sunday, September 09, 2007 6:18 PM Subject: Pietenpol-List: High Speed Taxi Question to the group I have Don Hicks piet N920Y with the model A eng. While working my way up to take off speed by doing several taxi test, I find the aircraft keeps trying to pull to the left. I have several thousand hours of flight time and have owned two trail drager aircraft. But this one has a funny feel. I have the stright axle, with wire wheels. Any thoughts??? Thank you for your time Chet. ------------------------------------------------------------------------- ----- 9/9/2007 10:17 AM


    Message 12


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    Time: 07:11:02 PM PST US
    From: Jeff Boatright <jboatri@emory.edu>
    Subject: Re: Continental A-75 cruise rpm question
    Dave, I suspect that you'll get a lot of answers. I think that that as long as you use top oil, change it often, and keep temps in range, then you'll do fine at anything under redline even for long runs. How's your climb rate with the new prop? Jeff > >Pieters, >... > Hegy 72 x 42 >Perf. Props >Static 2150 >2450 >climbout @ 50mph 2200 2550 >WOT level flight 2350 >somewhere past redline....I didn't go there...... >cruise @ 65 mph 2150 2500 > >.... >Continental lists redline at 2300 and cruise at 2150 for the A-65. >The Hegy was an A-65 prop and performed as such. >The same manual lists A-75 redline at 2600 and cruise at 2300 (a 300 >rpm difference??) > >With the new prop, 2450-2500 is achieved at about the same throttle >setting as was used previously to get a 2150-2200 rpm cruise with >the old prop. Oil pressure and temp are exactly the same as before >(35 psi and 145-150F), and it feels happy & smooth. Now the >question: > >Am I doing any harm to this engine running it this way? I can't >understand why Continental's A-65 redline and cruise rpm are only >150 rpm apart, while the A-75 numbers are 300 rpm apart. If I pull >back to 2300 rpm, I'm at what feels like 50-60% throttle. (hard to >say without a manifold pressure guage, but the throttle is pulled >waaaay back). > >


    Message 13


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    Time: 08:01:30 PM PST US
    From: "Brian Kraut" <brian.kraut@engalt.com>
    Subject: funny spars
    I have a very interresting Sky Scout project. The wings and tail were removed and used on an Aircamper. A new tail was made, but not covered yet. New ribs are made for the Grega GN-1 wing. I guess I will call it a GN-1/2 when I am done. I got all of the ribs and the spar material with the project. The original Scout plans show spars that are 1" wide and 4 3/4" tall. Front and aft spars are the same. The plans show most of the spar routed out on the inside to give an I beam section that is 1" wide at the top and bottom and 1/2" wide in the webs. Makes a lot of sense since you want the strength on the caps of the spars. The GN-1 spar plans show them being 1" thick without the routed out section at all. The rear spar location is moved aft in the GN-1 so the rear spar is only 4 1/4" tall. For some reason that I don't understand the spar material I got is not 1" thick, it is 3/4" thick although the ribs are still made for 1" thick spars. What I am thinking of doing is running the spars I have through a planer and getting them down to 1/2" thick then laminating 1/4" X 3/4" webs on the top and bottom on both sides. That will give me the same I beam section as shown on the plans. I will glue on vertical pieces at each rib location and will glue in plywood sections between the webs where the wing attach fittings and the strut attach fittings go. This will give me every bit of the strength of the original Sky Scout routed spar sections and likely more. A few things I am considering is maybe keeping the 3/4" and just laminating 1/4" strips on one side to make it easier to build and stronger, but heavier. Also thought of doing that just on the aft spar since it is shorter on the GN-1 wing and would not be as strong in the I beam configuration with the 1/2" web as the original taller scout spars are. Then again, the rear spar does not carry near the load of the front spar and the taller spar in the original scout plans is probably overkill anyway. I am also thinking that maybe the full thickness spars like the Grega plans show would be best. Who knows, might want to build an aircamper fuselage and move these wings and tail to it someday. Already happened on this plane once. Are the regular Aircamper original spars routed like the Scout were or are they the full 1" thick? Thoughts? Suggestions? Anyone have any idea how many Gs the original aircamper wings are designed for? Brian Kraut Engineering Alternatives, Inc. www.engalt.com


    Message 14


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    Time: 08:44:08 PM PST US
    From: "Robert Gow" <rgow@avionicsdesign.ca>
    Subject: funny spars
    The project I bought in New Mexico has stock for the built up spar as well rather than full dimension. There is no reason this would not be strong enough if the glue provides enough strength. but I wonder if any one out there has done this or not? Bob -----Original Message----- From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-list-server@matronics.com]On Behalf Of Brian Kraut Sent: September 9, 2007 11:00 PM Subject: Pietenpol-List: funny spars I have a very interresting Sky Scout project. The wings and tail were removed and used on an Aircamper. A new tail was made, but not covered yet. New ribs are made for the Grega GN-1 wing. I guess I will call it a GN-1/2 when I am done. I got all of the ribs and the spar material with the project. The original Scout plans show spars that are 1" wide and 4 3/4" tall. Front and aft spars are the same. The plans show most of the spar routed out on the inside to give an I beam section that is 1" wide at the top and bottom and 1/2" wide in the webs. Makes a lot of sense since you want the strength on the caps of the spars. The GN-1 spar plans show them being 1" thick without the routed out section at all. The rear spar location is moved aft in the GN-1 so the rear spar is only 4 1/4" tall. For some reason that I don't understand the spar material I got is not 1" thick, it is 3/4" thick although the ribs are still made for 1" thick spars. What I am thinking of doing is running the spars I have through a planer and getting them down to 1/2" thick then laminating 1/4" X 3/4" webs on the top and bottom on both sides. That will give me the same I beam section as shown on the plans. I will glue on vertical pieces at each rib location and will glue in plywood sections between the webs where the wing attach fittings and the strut attach fittings go. This will give me every bit of the strength of the original Sky Scout routed spar sections and likely more. A few things I am considering is maybe keeping the 3/4" and just laminating 1/4" strips on one side to make it easier to build and stronger, but heavier. Also thought of doing that just on the aft spar since it is shorter on the GN-1 wing and would not be as strong in the I beam configuration with the 1/2" web as the original taller scout spars are. Then again, the rear spar does not carry near the load of the front spar and the taller spar in the original scout plans is probably overkill anyway. I am also thinking that maybe the full thickness spars like the Grega plans show would be best. Who knows, might want to build an aircamper fuselage and move these wings and tail to it someday. Already happened on this plane once. Are the regular Aircamper original spars routed like the Scout were or are they the full 1" thick? Thoughts? Suggestions? Anyone have any idea how many Gs the original aircamper wings are designed for? Brian Kraut Engineering Alternatives, Inc. www.engalt.com


    Message 15


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    Time: 11:05:09 PM PST US
    From: "Jim Markle" <jim_markle@mindspring.com>
    Subject: Interesting Aviation stuff near Virginia Beach???
    I'm in Virginia Beach VA until Friday evening and wonder if anyone knows of any interesting aviation related things to see in the area? (Sorry for the off topic note....) Do not archive Jim Markle




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