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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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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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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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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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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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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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
_________________________________________________________________
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Message 7
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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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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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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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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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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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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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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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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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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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