Pietenpol-List Digest Archive

Sat 01/05/08


Total Messages Posted: 7



Today's Message Index:
----------------------
 
     1. 06:33 PM - nice Saturday flight (Oscar Zuniga)
     2. 07:37 PM - A-75 price (T White)
     3. 08:10 PM - Re: nice Saturday flight (Gordon Bowen)
     4. 08:14 PM - Re: A-75 price (Gordon Bowen)
     5. 09:06 PM - Re: A-75 price (MikeD)
     6. 09:10 PM - Re: aileron horn geometery (MikeD)
     7. 09:25 PM - Re: nice Saturday flight (Dick Navratil)
 
 
 


Message 1


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    Time: 06:33:05 PM PST US
    From: Oscar Zuniga <taildrags@hotmail.com>
    Subject: nice Saturday flight
    I moved my airplane down to the Laredo, TX airport today to leave it with m y A&P for its annual. I logged 2.5 hrs. on the flight, less than 150 statu te miles. Beautiful day for flying except for the stiff headwind right on the nose (15 mph). Learned a few things. 1. This length of flight is about right for me and my airplane, and it's wh at I will plan on for legs to fly going to Brodhead. 2. You guys who have experienced fatigue and cracking of the mounting tabs on your Continental engine cooling eyebrows were right. One of mine fatigu ed and failed on this flight. I'm wondering about mounting them using tabs made out of pieces of radiator hose or something flexible. 3. I can't hear diddly with my cheapie handheld and the headset that I have . 4. I now know that the last 2 gallons of fuel in my 16 gallon tank are unus able in flight, but the last 3 are unusable in the 3-point attitude. I kno w my airplane won't be on the front page of the Laredo Times tomorrow morni ng, but the airport bums and tower guys will probably be talking about "tha t experimental that taxied off 17R yesterday without power". Made a great landing and rollout, was decelerating but when the tail came down and we st arted to clear the active, the engine died as fuel ran out. I debriefed th is situation thoroughly with my instructor by cellphone later and told him that if I ever expect to fly this airplane anywhere away from my home field with confidence, I want to know the airplane's limitations and mine. Neve r was the safety or outcome of the flight in question or danger, but now I know that the red markings on the top inch of my float rod are a "no fly zo ne". Fuel truck pumped 13 gallons into my tank, but it wasn't plumb full w hen I left my home field this morning. At least it started up instantly after the fuel truck rolled out and topped me off, and it taxied strong and loud as we passed in full review of the t ower, the FBOs, the fire station, and everybody else. Happy 2008; here's to more low and slow flying and 80 more years of Piets!O scar Zuniga Air Camper NX41CCSan Antonio, TXmailto: taildrags@hotmail.comwebsite at htt p://www.flysquirrel.net


    Message 2


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    Time: 07:37:11 PM PST US
    From: "T White" <aa5flyer@gmail.com>
    Subject: A-75 price
    I'm currently building a Pietenpol. A friend has a Continental A-75 for sale. He was told, when purchased several years ago, it was just overhauled with 2 to 3 hours test stand time on it. Four years ago he mounted it and ran it for approx 20 minutes with no problems. It has since sat in his hangar. It is complete with mags (Eisenman?), carburetor, oil tank, etc. He has not yet given me a price. What would be a reasonable price range for this engine? Being new to homebuilding any other advice concerning this engine is appreciated. Tim White


    Message 3


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    Time: 08:10:27 PM PST US
    From: "Gordon Bowen" <gbowen@ptialaska.net>
    Subject: Re: nice Saturday flight
    Oscar, Think any of us who have flown a few miles have had a "runnin' on fumes" safe? landing. Felt the kinda shame of having to pump 20 gal into a 21 gal tank, knowing I did something very dumb, glad when no one was looking. I put a mark at 5 gal left in tank as the no fly zone for fuel. My biggest worry was about the lack of any fuel head pressure feeding the carb when the tank's fuel level gets below about a 1' drop. Had at one time an aux. elect fuel pump in the line just to use in case I hit the 5 gal lower limit. Found out the aux. fuel pump further constricted the smooth gavity flow of the fuel making it even more unsafe when I have low fuel if the elect pump fails, so pulled the pump out of the fuel system. The old rule of old pilots and bold pilots still holds. Gordon


    Message 4


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    Time: 08:14:21 PM PST US
    From: "Gordon Bowen" <gbowen@ptialaska.net>
    Subject: Re: A-75 price
    Tim Your best place to get fix on pricing is Trade-a-Plane, Wentworth, eBay. Get all the facts about the engine that is for sale, ie. are log books included, total time, accessories, etc. Then compare prices. Gordon ----- Original Message ----- From: T White To: pietenpol-list@matronics.com Sent: Saturday, January 05, 2008 6:41 PM Subject: Pietenpol-List: A-75 price I'm currently building a Pietenpol. A friend has a Continental A-75 for sale. He was told, when purchased several years ago, it was just overhauled with 2 to 3 hours test stand time on it. Four years ago he mounted it and ran it for approx 20 minutes with no problems. It has since sat in his hangar. It is complete with mags (Eisenman?), carburetor, oil tank, etc. He has not yet given me a price. What would be a reasonable price range for this engine? Being new to homebuilding any other advice concerning this engine is appreciated. Tim White


    Message 5


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    Time: 09:06:44 PM PST US
    Subject: Re: A-75 price
    From: "MikeD" <mjdt@auracom.com>
    [quote="aa5flyer(at)gmail.com"]I'm currently building a Pietenpol. A friend has a Continental A-75 for sale. He was told, when purchased several years ago, it was just overhauled with 2 to 3 hours test stand time on it. Four years ago he mounted it and ran it for approx 20 minutes with no problems. It has since sat in his hangar. It is complete with mags (Eisenman?), carburetor, oil tank, etc. He has not yet given me a price. What would be a reasonable price range for this engine? Being new to homebuilding any other advice concerning this engine is appreciated. Tim White > [b] Do check around, but I just bought a clean, low time A-75 for $3000 and based on what I had seen in some casual research I consider that a pretty good deal. Mike D. -------- Piet-builder-who-hopes-to-be-flying-next-summer Read this topic online here: http://forums.matronics.com/viewtopic.php?p=156267#156267


    Message 6


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    Time: 09:10:44 PM PST US
    Subject: Re: aileron horn geometery
    From: "MikeD" <mjdt@auracom.com>
    waltdak(at)verizon.net wrote: > Rick, > Didn't go over the spacifics of the print that you refer to, but keep in mind that the control system on the Piet work differentially > Which means that when one aileron goes down 5 deg's, the other goes up , say 8 deg's. This is to try to eliminate adverse yaw. (or is it the opposite, can never remember). walt evans > NX140DL > You got it right. The down moving aileron increases camber, and thus lift, but this is with the penalty of more induced drag. The up moving aileron decreases camber, thus lift, reducing induced drag. The differential in drag causes adverse yaw. -------- Piet-builder-who-hopes-to-be-flying-next-summer Read this topic online here: http://forums.matronics.com/viewtopic.php?p=156268#156268


    Message 7


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    Time: 09:25:04 PM PST US
    From: "Dick Navratil" <horzpool@goldengate.net>
    Subject: Re: nice Saturday flight
    Hi Oscar On your eyebrows, did you make the ends that attach to the valve covers of steel? I Made the 1 1/2" end of steel and rivited it to aluminum. It might help. On the radio, with a handheld, performance will be greatly increased with an external antenna and installation of a ground plate. Try a 18"x 18" piece af aluminun under or behind the seat mounted horizontally and conected to the ground of the antenna. It helped me greatly. Dick N. ----- Original Message ----- From: Oscar Zuniga To: Pietenpol List Sent: Saturday, January 05, 2008 8:31 PM Subject: Pietenpol-List: nice Saturday flight I moved my airplane down to the Laredo, TX airport today to leave it with my A&P for its annual. I logged 2.5 hrs. on the flight, less than 150 statute miles. Beautiful day for flying except for the stiff headwind right on the nose (15 mph). Learned a few things. 1. This length of flight is about right for me and my airplane, and it's what I will plan on for legs to fly going to Brodhead. 2. You guys who have experienced fatigue and cracking of the mounting tabs on your Continental engine cooling eyebrows were right. One of mine fatigued and failed on this flight. I'm wondering about mounting them using tabs made out of pieces of radiator hose or something flexible. 3. I can't hear diddly with my cheapie handheld and the headset that I have. 4. I now know that the last 2 gallons of fuel in my 16 gallon tank are unusable in flight, but the last 3 are unusable in the 3-point attitude. I know my airplane won't be on the front page of the Laredo Times tomorrow morning, but the airport bums and tower guys will probably be talking about "that experimental that taxied off 17R yesterday without power". Made a great landing and rollout, was decelerating but when the tail came down and we started to clear the active, the engine died as fuel ran out. I debriefed this situation thoroughly with my instructor by cellphone later and told him that if I ever expect to fly this airplane anywhere away from my home field with confidence, I want to know the airplane's limitations and mine. Never was the safety or outcome of the flight in question or danger, but now I know that the red markings on the top inch of my float rod are a "no fly zone". Fuel truck pumped 13 gallons into my tank, but it wasn't plumb full when I left my home field this morning. At least it started up instantly after the fuel truck rolled out and topped me off, and it taxied strong and loud as we passed in full review of the tower, the FBOs, the fire station, and everybody else. Happy 2008; here's to more low and slow flying and 80 more years of Piets! Oscar Zuniga Air Camper NX41CC San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net




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