Today's Message Index:
----------------------
1. 03:26 AM - Re: High Speed Taxi (Gene & Tammy)
2. 04:14 AM - Re: neat tool (Phillips, Jack)
3. 05:01 AM - Re: Hillsboro, IL airport being sold and closed (Terry Hall)
4. 07:40 AM - Re: High Speed Taxi (Jim Ash)
5. 09:40 AM - Re: cut steel parts (Bill Church)
6. 10:20 AM - Re: cut steel parts ()
7. 10:55 AM - Re: cut steel parts (Jack T. Textor)
8. 11:47 AM - Service Bulletin (Ryan Michals)
9. 12:00 PM - outside storage/parking (RAMPEYBOY@aol.com)
10. 12:01 PM - Re: Service Bulletin ()
11. 01:09 PM - my Mentor is amazing (walt evans)
12. 01:55 PM - Re: Service Bulletin (Phillips, Jack)
13. 02:57 PM - Re: cut steel parts (Bill Church)
14. 03:19 PM - Re: cut steel parts (Bill Church)
15. 03:37 PM - Re: cut steel parts (Dave Abramson)
16. 07:11 PM - Re: Re: Corvair intake manifold (Bernie's design) (shad bell)
17. 07:37 PM - High Speed taxi (Chet's Mail)
18. 07:38 PM - Re: my Mentor is amazing (Chet's Mail)
19. 08:39 PM - Re: cut steel parts (Rcaprd@aol.com)
20. 11:15 PM - Re: Engine question (Clif Dawson)
Message 1
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| Subject: | Re: High Speed Taxi |
Chet, Almost sounds like your lifting the tail off the ground before your
have enough speed to put enough air over the tail for control.
Gene
----- Original Message -----
From: "Chet's Mail" <Chethartley1@mchsi.com>
Sent: Tuesday, September 11, 2007 7:48 PM
Subject: Re: Pietenpol-List: High Speed Taxi
> <Chethartley1@mchsi.com>
>
> Ben,
>
> I have had both the lifting of the right wing and abmornal pull to the
> right. I found the right brake was draging. After correcting that the
> plane still goes to the left a little more than I think it should, and I
> have the right wing come up also.
>
> As the tail is lifted the aircraft seems to feel as if you are on ice with
> little control. Once the tail wheel is back on the ground you have very
> good contorl again.
>
> Chet
> ----- Original Message -----
> From: "Ben Charvet" <bcharvet@bellsouth.net>
> To: <pietenpol-list@matronics.com>
> Sent: Sunday, September 09, 2007 7:31 PM
> Subject: Re: Pietenpol-List: High Speed Taxi
>
>
>> <bcharvet@bellsouth.net>
>>
>> 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.
>>>
>>>*
>>>
>>>
>>>*
>>>
>>
>>
>>
>>
>>
>>
>>
>
>
> --
> 269.13.15/1002 - Release Date: 9/11/2007 5:46 PM
>
>
Message 2
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Great news, Dick. Let us know when you've flown her.
Jack
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Dick
Navratil
Sent: Tuesday, September 11, 2007 9:20 PM
Subject: Pietenpol-List: neat tool
I have been wrestling with my new 3 piece wing, trying to get it
correctly aligned and to put in the proper washout on the tips. Today I
stopped in Sears and found a level with a digital read out to the tenth
of a degree. It also has a laser. I was able to fine tune the wings
and the $50 was well worth it.
Also, I had final airworhyness inspection on friday and passed. I'm
hoping for first flight this weekend.
Dick N.
_________________________________________________
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orsk - Portuguese
Message 3
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| Subject: | Re: Hillsboro, IL airport being sold and closed |
AOPA has a program to help community airports. Perhaps that is a
resource. Terry Hall
----- Original Message -----
From: Phil Sisson
To: pietenpol-list@matronics.com
Sent: Tuesday, September 11, 2007 3:44 PM
Subject: Pietenpol-List: Hillsboro, IL airport being sold and closed
The following came to me last night from Ray who lives in Hillsboro
and has a Mustang II. This is a small grass field airport with about ten
planes based there. Phil in Litchfield
.................................
I am writing to ask you to help us keep the Hillsboro Airport (3K4)
open. The city council has in the space of a few days announced that
they agreed to negotiate the sale of the airport property to a coal
company, and that they will take action on the sale at Tuesday's council
meeting at 7:00 pm, all with no discussion with the Airport Board, the
hangar renters/aircraft owners on the field, or the public.
Please take a couple of minutes to go to this link to the local
newspaper site and vote anonymously in their online poll.....
http://www.thejournal-news.net/news/
scroll down near the bottom, left side of page. Please vote NO only
once, but feel free to forward this to any other aviation fans you know.
We may not be successful, but I would like them to HEAR US. Maybe we can
lock up the website........
Thanks for your support.
Ray Dorf, Hillsboro Airport Board member
Sorry about the short notice, I just learned about the poll a short
time ago.
Message 4
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| Subject: | Re: High Speed Taxi |
This might relate to the discussion on spinning. It sounds like your rudder isn't
real effective. Is there a chance it's being blanketed somehow?
Jim Ash
-----Original Message-----
>From: Gene & Tammy <zharvey@bellsouth.net>
>Sent: Sep 12, 2007 6:25 AM
>To: pietenpol-list@matronics.com
>Subject: Re: Pietenpol-List: High Speed Taxi
>
>
>Chet, Almost sounds like your lifting the tail off the ground before your
>have enough speed to put enough air over the tail for control.
>Gene
>----- Original Message -----
>From: "Chet's Mail" <Chethartley1@mchsi.com>
>To: <pietenpol-list@matronics.com>
>Sent: Tuesday, September 11, 2007 7:48 PM
>Subject: Re: Pietenpol-List: High Speed Taxi
>
>
>> <Chethartley1@mchsi.com>
>>
>> Ben,
>>
>> I have had both the lifting of the right wing and abmornal pull to the
>> right. I found the right brake was draging. After correcting that the
>> plane still goes to the left a little more than I think it should, and I
>> have the right wing come up also.
>>
>> As the tail is lifted the aircraft seems to feel as if you are on ice with
>> little control. Once the tail wheel is back on the ground you have very
>> good contorl again.
>>
>> Chet
>> ----- Original Message -----
>> From: "Ben Charvet" <bcharvet@bellsouth.net>
>> To: <pietenpol-list@matronics.com>
>> Sent: Sunday, September 09, 2007 7:31 PM
>> Subject: Re: Pietenpol-List: High Speed Taxi
>>
>>
>>> <bcharvet@bellsouth.net>
>>>
>>> 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.
>>>>
>>>>*
>>>>
>>>>
>>>>*
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>> --
>> 269.13.15/1002 - Release Date: 9/11/2007 5:46 PM
>>
>>
>
>
Message 5
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John,
You are correct in most aspects.
Laser cutting (or just about any kind of cutting) produces a Heat
Affected Zone (HAZ) adjacent to the cut, right around the perimeter of
the part. Even waterjet-cutting produces a HAZ, but it is so small that
it really isn't significant in this application. Some on the list have
made mention of "friction-cutting" with the bandsaw, where bandsaw blade
creates so much friction that the metal gets red hot, and then begins to
cut through the sheet metal - this method will also produce a HAZ
(bigger than by laser-cutting), but the edges will very likely all get
cleaned up by grinding or filing before use, thus eliminating or
reducing the HAZ. With laser-cutting, this zone is very narrow, usually
in the range of approximately .010" for the gauges of metal used in the
Piet. The result of the HAZ, is a change in the microstructure of the
metal, and with it, changes in the mechanical properties of the metal.
In 4130, the changes do produce edges that are harder, BUT, with this
increased hardness comes increased brittleness - called Hydrogen
embrittlement, which is not such a good thing. Since this area is so
small, it can be fairly easily removed by grinding/filing (taking care
not to overheat the metal with the grinder, and produce another, larger
HAZ). On edges that will be welded, there isn't really any need to
remove the HAZ, since you will be producing a new, much much larger HAZ
by the welding process (especially with oxy-acetylene welding, less so
with TIG welding). The key here is to make sure that your welding is
done in an area that has still air (no drafts or fans) and let the welds
cool slowly in the calm air. The result of this slow, controlled cooling
is that it will normalize the 4130, eliminating the HAZ you just created
by welding.
Another point to consider is that the fittings as drawn by BHP were
fabricated from 1020 steel (a low carbon mild steel). Having a low
carbon content, this steel is less prone to hardening and embrittlement.
Over the years, there have been many Air Campers built using 1020 steel
fittings, without any problems (most of them even brazed rather than
welded). "Upgrading" to stronger 4130 has its advantages and its
disadvantages.
In short, I wouldn't hesitate to get the parts laser-cut, especially if
you don't have access to a metal-cutting bandsaw, or other appropriate
tools. Just be aware of the harder, more brittle edges, and prepare them
appropriately before bending them and putting them on the plane that
will be carrying your (and possibly someone else's) butt(s).
my 1.9293 cents ( = 2 cents Canadian)
Bill C.
Message 6
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I have to jump in here and correct some mis-labeling.
First, "hydrogen embrittlement" only happens in the presence of available free
hydrogen, most commonly in the real world when arc welding in the rain. The arc
electrolocizes the water, allowing free hydrogen to enter the molten metal.
It also affects underwater welding in ship repair or steel construction. Hardening
due to heat treatment is NOT hydrogen embrittlement.
Second, 4130 is a relatively low carbon alloy. Its strength comes from the alloying
effects of the Chrome, molybdenum and manganese in the mix. Its real beauty
is that it achieves very good strength without careful heat treating. This
makes it wonderful for Oxy-Acetylene welding, where the post-weld heat treatment
cannot be carefully controlled. The local heating at a cut line in 4130
produces very minor mechanical changes in the metal, such as hardening. The
source of the heat, whether laser, bandsaw blade, or plasma jet, doesn't change
that. Laser cutting of a high-carbon alloy, such as a tool steel of some kind,
does produce a very hard zone (HAZ) that is often ground off. In 4130, this
really isn't much of a problem.
Mike Hardaway
PS: Don't arc weld in the rain.
---- Bill Church <eng@canadianrogers.com> wrote:
> John,
>
> You are correct in most aspects.
>
> Laser cutting (or just about any kind of cutting) produces a Heat
> Affected Zone (HAZ) adjacent to the cut, right around the perimeter of
> the part. Even waterjet-cutting produces a HAZ, but it is so small that
> it really isn't significant in this application. Some on the list have
> made mention of "friction-cutting" with the bandsaw, where bandsaw blade
> creates so much friction that the metal gets red hot, and then begins to
> cut through the sheet metal - this method will also produce a HAZ
> (bigger than by laser-cutting), but the edges will very likely all get
> cleaned up by grinding or filing before use, thus eliminating or
> reducing the HAZ. With laser-cutting, this zone is very narrow, usually
> in the range of approximately .010" for the gauges of metal used in the
> Piet. The result of the HAZ, is a change in the microstructure of the
> metal, and with it, changes in the mechanical properties of the metal.
> In 4130, the changes do produce edges that are harder, BUT, with this
> increased hardness comes increased brittleness - called Hydrogen
> embrittlement, which is not such a good thing. Since this area is so
> small, it can be fairly easily removed by grinding/filing (taking care
> not to overheat the metal with the grinder, and produce another, larger
> HAZ). On edges that will be welded, there isn't really any need to
> remove the HAZ, since you will be producing a new, much much larger HAZ
> by the welding process (especially with oxy-acetylene welding, less so
> with TIG welding). The key here is to make sure that your welding is
> done in an area that has still air (no drafts or fans) and let the welds
> cool slowly in the calm air. The result of this slow, controlled cooling
> is that it will normalize the 4130, eliminating the HAZ you just created
> by welding.
> Another point to consider is that the fittings as drawn by BHP were
> fabricated from 1020 steel (a low carbon mild steel). Having a low
> carbon content, this steel is less prone to hardening and embrittlement.
> Over the years, there have been many Air Campers built using 1020 steel
> fittings, without any problems (most of them even brazed rather than
> welded). "Upgrading" to stronger 4130 has its advantages and its
> disadvantages.
> In short, I wouldn't hesitate to get the parts laser-cut, especially if
> you don't have access to a metal-cutting bandsaw, or other appropriate
> tools. Just be aware of the harder, more brittle edges, and prepare them
> appropriately before bending them and putting them on the plane that
> will be carrying your (and possibly someone else's) butt(s).
>
>
> my 1.9293 cents ( = 2 cents Canadian)
>
> Bill C.
>
>
Message 7
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Mike and Bill,
Would appreciate your thoughts on mig welding 4130.
Thanks!
Jack Textor
www.textors.com
Subject: RE: Pietenpol-List: cut steel parts
I have to jump in here and correct some mis-labeling.
First, "hydrogen embrittlement" only happens in the presence of
available free hydrogen, most commonly in the real world when arc
welding in the rain. The arc electrolocizes the water, allowing free
hydrogen to enter the molten metal. It also affects underwater welding
in ship repair or steel construction. Hardening due to heat treatment
is NOT hydrogen embrittlement.
Second, 4130 is a relatively low carbon alloy. Its strength comes from
the alloying effects of the Chrome, molybdenum and manganese in the mix.
Its real beauty is that it achieves very good strength without careful
heat treating. This makes it wonderful for Oxy-Acetylene welding, where
the post-weld heat treatment cannot be carefully controlled. The local
heating at a cut line in 4130 produces very minor mechanical changes in
the metal, such as hardening. The source of the heat, whether laser,
bandsaw blade, or plasma jet, doesn't change that. Laser cutting of a
high-carbon alloy, such as a tool steel of some kind, does produce a
very hard zone (HAZ) that is often ground off. In 4130, this really
isn't much of a problem.
Mike Hardaway
PS: Don't arc weld in the rain.
---- Bill Church <eng@canadianrogers.com> wrote:
> John,
>
> You are correct in most aspects.
>
> Laser cutting (or just about any kind of cutting) produces a Heat
> Affected Zone (HAZ) adjacent to the cut, right around the perimeter of
> the part. Even waterjet-cutting produces a HAZ, but it is so small
that
> it really isn't significant in this application. Some on the list have
> made mention of "friction-cutting" with the bandsaw, where bandsaw
blade
> creates so much friction that the metal gets red hot, and then begins
to
> cut through the sheet metal - this method will also produce a HAZ
> (bigger than by laser-cutting), but the edges will very likely all get
> cleaned up by grinding or filing before use, thus eliminating or
> reducing the HAZ. With laser-cutting, this zone is very narrow,
usually
> in the range of approximately .010" for the gauges of metal used in
the
> Piet. The result of the HAZ, is a change in the microstructure of the
> metal, and with it, changes in the mechanical properties of the metal.
> In 4130, the changes do produce edges that are harder, BUT, with this
> increased hardness comes increased brittleness - called Hydrogen
> embrittlement, which is not such a good thing. Since this area is so
> small, it can be fairly easily removed by grinding/filing (taking care
> not to overheat the metal with the grinder, and produce another,
larger
> HAZ). On edges that will be welded, there isn't really any need to
> remove the HAZ, since you will be producing a new, much much larger
HAZ
> by the welding process (especially with oxy-acetylene welding, less so
> with TIG welding). The key here is to make sure that your welding is
> done in an area that has still air (no drafts or fans) and let the
welds
> cool slowly in the calm air. The result of this slow, controlled
cooling
> is that it will normalize the 4130, eliminating the HAZ you just
created
> by welding.
> Another point to consider is that the fittings as drawn by BHP were
> fabricated from 1020 steel (a low carbon mild steel). Having a low
> carbon content, this steel is less prone to hardening and
embrittlement.
> Over the years, there have been many Air Campers built using 1020
steel
> fittings, without any problems (most of them even brazed rather than
> welded). "Upgrading" to stronger 4130 has its advantages and its
> disadvantages.
> In short, I wouldn't hesitate to get the parts laser-cut, especially
if
> you don't have access to a metal-cutting bandsaw, or other appropriate
> tools. Just be aware of the harder, more brittle edges, and prepare
them
> appropriately before bending them and putting them on the plane that
> will be carrying your (and possibly someone else's) butt(s).
>
>
> my 1.9293 cents ( = 2 cents Canadian)
>
> Bill C.
>
>
Message 8
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| Subject: | Service Bulletin |
Would anyone like to share any airframe problems experienced during annual?
Are there certain aeras prone to rot? Are there any weak areas? If there was a
Piet service bulletin what would it be?
Ryan
Message 9
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| Subject: | outside storage/parking |
Anyone here leave there Pietenpol parked outside semi permanently, or
permanently?
Boyce
Message 10
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| Subject: | Service Bulletin |
A couple of things I like to do to prevent problems are to raise the
tail during down time. I put it up on one of those plastic chairs.
During the winter I always go over the whole plane and where ever there
is a hole I put one of those Downy cloths in the hole. Apparently the
mice don't like the smell of this stuff. I haven't noticed any rot
anywhere (touch wood) up to this point. I am in a non heated hanger with
a gravel floor. It's been in there now for about 5 years and before that
it was in a garage in Manotick for years and before that it was in Perth
for years going back to 1977. So the guys who built this thing did it
right.
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ryan
Michals
Sent: September 12, 2007 2:47 PM
Subject: Pietenpol-List: Service Bulletin
<aircamperace@yahoo.com>
Would anyone like to share any airframe problems experienced during
annual? Are there certain aeras prone to rot? Are there any weak areas?
If there was a Piet service bulletin what would it be?
Ryan
Message 11
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| Subject: | my Mentor is amazing |
Hadn't talked to my Mentor in awile. Called him last night.
He's somewhere around 87 and going strong. He's a few months into
building a Flying Flea. With folding wing tips so he can tow it to the
airport on the road. He's got a fresh 1/2 VW engine built,(that he's
famous for) Complete with Eisemann Mag. I flew behind one of his
engines for a few years,,,never burped.
Think this is his tenth or so plane he built.
May he live forever.
Walt Evans
NX140DL
PS He builds a casting to mount a magneto directly to a Model A engine,
if anyone is interested
"No one ever learned anything by talking"
Message 12
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| Subject: | Service Bulletin |
Ryan,
I can tell you the areas that have caused me problems are:
1. Exhaust pipes cracking
2. Bungee cords chafing (straight axle gear)
3. Chafe marks in the engine cooling shrouds (Continental A65) caused
by vibration against the cylinder heads.
4. Rust on the tailwheel swing-arm caused by rocks chipping the paint
off.
That's about it in 2 years and 120 hours of operation.
Jack Phillips
NX899JP
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ryan
Michals
Sent: Wednesday, September 12, 2007 2:47 PM
Subject: Pietenpol-List: Service Bulletin
--> <aircamperace@yahoo.com>
Would anyone like to share any airframe problems experienced during
annual? Are there certain aeras prone to rot? Are there any weak areas?
If there was a Piet service bulletin what would it be?
Ryan
_________________________________________________
or otherwise private information. If you have received it in error, please notify
the sender
Dansk - Deutsch - Espanol - Francais - Italiano - Japanese - Nederlands - Norsk
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Message 13
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Oops!
You are right, Mike. That should have just been embrittlement, NOT
Hydrogen embrittlement. My apologies.
>From what I have read, 4130 is usually only succeptible to Hydrogen
embrittlement if it is subjected to a high degree of heat treatment, or
some plating processes. Not likely to be a concern in a typical
Pietenpol project.
Bill C.
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of
bike.mike@charter.net
Sent: Wednesday, September 12, 2007 1:31 PM
Subject: RE: Pietenpol-List: cut steel parts
I have to jump in here and correct some mis-labeling.
First, "hydrogen embrittlement" only happens in the presence of
available free hydrogen, most commonly in the real world when arc
welding in the rain. The arc electrolocizes the water, allowing free
hydrogen to enter the molten metal. It also affects underwater welding
in ship repair or steel construction. Hardening due to heat treatment
is NOT hydrogen embrittlement.
Mike Hardaway
PS: Don't arc weld in the rain.
Message 14
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Jack,
First let me say that I'm not a welder, and I'm no expert regarding
welding.
We do welding in the shop at work (MIG,TIG,and stick) but it is
primarily stainless steel, mild steel and aluminum (not 4130).
My experience is that MIG is a challenge to weld light gauges
successfully. Our guys usually use TIG for light gauge metals, and MIG
for heavier work. MIG is also a bit messier - more spatter, and
relatively large weld beads.
>From what I've read, one has to be more careful when welding 4130 with
MIG. Proper filler wire selection is very important. The heat is not as
controllable as with TIG or Oxy-Axetylene, resulting in a sudden
application of heat. With Oxy-Acetylene or TIG, the basemetal is heated
first and already at a molten state before filler is added. This is not
the case with MIG, as starts are on cold material and the arc tranfer is
too quick to allow the base metal and filler to properly join. I suppose
one could MIG weld the joints, then normalize the welds afterward, using
a torch, but it would be a lot simpler to just weld with the torch in
the first place. I believe Chuck Gantzer is using MIG to tack his
Tailwind fuselage together (for ease of use), then completing the final
welds using a torch.
Having said that, I have also read that several production aircraft have
used MIG welded 4130 structures.
Anyone else out there with more knowledge about this stuff?
Bill C.
-----Original Message-----
--> <jtextor@thepalmergroup.com>
Mike and Bill,
Would appreciate your thoughts on mig welding 4130.
Thanks!
Jack Textor
www.textors.com
Message 15
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Hello!!!! From what I have seen with 4130 aircraft fuselages.... They are
tacked with MIG, and finished with Oxy-Acetylene. 4130 needs the pre heat
and slow cool down that the larger heated area Oxy-Acetylene induces on the
material. (should cool in STILL AIR, not by a fan or the wind)
Dave
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com]On Behalf Of Bill Church
Sent: Wednesday, September 12, 2007 3:19 PM
Subject: RE: Pietenpol-List: cut steel parts
Jack,
First let me say that I'm not a welder, and I'm no expert regarding
welding.
We do welding in the shop at work (MIG,TIG,and stick) but it is
primarily stainless steel, mild steel and aluminum (not 4130).
My experience is that MIG is a challenge to weld light gauges
successfully. Our guys usually use TIG for light gauge metals, and MIG
for heavier work. MIG is also a bit messier - more spatter, and
relatively large weld beads.
>From what I've read, one has to be more careful when welding 4130 with
MIG. Proper filler wire selection is very important. The heat is not as
controllable as with TIG or Oxy-Axetylene, resulting in a sudden
application of heat. With Oxy-Acetylene or TIG, the basemetal is heated
first and already at a molten state before filler is added. This is not
the case with MIG, as starts are on cold material and the arc tranfer is
too quick to allow the base metal and filler to properly join. I suppose
one could MIG weld the joints, then normalize the welds afterward, using
a torch, but it would be a lot simpler to just weld with the torch in
the first place. I believe Chuck Gantzer is using MIG to tack his
Tailwind fuselage together (for ease of use), then completing the final
welds using a torch.
Having said that, I have also read that several production aircraft have
used MIG welded 4130 structures.
Anyone else out there with more knowledge about this stuff?
Bill C.
-----Original Message-----
--> <jtextor@thepalmergroup.com>
Mike and Bill,
Would appreciate your thoughts on mig welding 4130.
Thanks!
Jack Textor
www.textors.com
Message 16
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| Subject: | Re: Corvair intake manifold (Bernie's design) |
Ryan, we used a pietenpol manifold built by Vi Kappler, the lines running out
of the oil jacket are for oil pressure lines. We had no problems with this set
up other than some joints cracked, (they were braized) The oil jacket did help
cool the oil an average od 10-15 degrees in cruise. We are now using the
same type of intake with out the oil jacket, and welded joints. Our primer line
goes into the top of the manifold right before the "Y" splits to go to each
head. Hope this helps.
Shad
---------------------------------
Moody friends. Drama queens. Your life? Nope! - their life, your story.
Message 17
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I would like to take this time to thank Dick Navratil, Catdesign, Gene &
Tammy plus Jim Ash. As of today N920Y has flown once again. Mr. Hicks
would be proud of his little airplane and she preformed well.
After checking out every ones ideas as to my problem, I had asked a
fellow pilot to come and taxi the aircraft and give me his thoughts.
Before he was to show up I give a fellow pilot his Byannual flight
review in his A model Cessna 170. After a couple of take off and
landings and a great flight review.We started the Piet up for him to
hear run. After a couple of minutes he said it is to nice of a evening
to just stand here go do some taxi testing. So I did. After a couple of
runs down the runway, I added a little more power and every thing just
felt right. So we turned her around into the wind and added full power.
Now that is a great felling when she lifts off the runway. On down wind
the schroud around the radiatior came loose, so we had to cut the flight
short.
The biggest problem was I was just not getting up enough speed to have
good airflow over the tail.
Once again thanks to every one for your input.
Chet
Message 18
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| Subject: | Re: my Mentor is amazing |
Walt,
Please send e-mail address and phone number.
Chet
----- Original Message -----
From: walt evans
To: piet list
Sent: Wednesday, September 12, 2007 3:08 PM
Subject: Pietenpol-List: my Mentor is amazing
Hadn't talked to my Mentor in awile. Called him last night.
He's somewhere around 87 and going strong. He's a few months into
building a Flying Flea. With folding wing tips so he can tow it to the
airport on the road. He's got a fresh 1/2 VW engine built,(that he's
famous for) Complete with Eisemann Mag. I flew behind one of his
engines for a few years,,,never burped.
Think this is his tenth or so plane he built.
May he live forever.
Walt Evans
NX140DL
PS He builds a casting to mount a magneto directly to a Model A
engine, if anyone is interested
"No one ever learned anything by talking"
Message 19
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| Subject: | Re: cut steel parts |
In a message dated 9/12/2007 5:20:24 PM Central Daylight Time,
eng@canadianrogers.com writes:
I believe Chuck Gantzer is using MIG to tack his
Tailwind fuselage together (for ease of use), then completing the final
welds using a torch.
Having said that, I have also read that several production aircraft have
used MIG welded 4130 structures.
Anyone else out there with more knowledge about this stuff?
Bill C.
That is correct, Bill. Tack weld with Mig, then finish with Oxy / Accy is a
common procedure, but keep in mind you must completely weld through the
original tack weld. Using this method there is less stress induced into the steel
tube structure.
At the Rans Factory, in Hays KS, I understand the entire fuselage is welded
up using Mig Welding. It is great for a high rate of production, but I
wouldn't recommend it to the home builder. Keep in mind these guys do a LOT of
welding, and I think that even with their expertise, there is still some undue
stress induced into the airframe.
Chuck G.
NX770CG
Message 20
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| Subject: | Re: Engine question |
Try this;
http://www.mail2600.com/PropDesign/index.html
Clif
As this all sounds like a balancing act but then engine torque/rpm
issues can be mitigated in some degree by matching up a propeller to
that engine
http://www.pponk.com/HTML%20PAGES/propcalc.html
Like most things in this life, its not the end all but it certainly
helps take much of the guess work out of the balancing act.
John
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