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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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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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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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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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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[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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Subject: | Re: aileron horn geometery |
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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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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