Today's Message Index:
----------------------
1. 04:16 AM - Re: "Made all parts myself" (Michael Perez)
2. 05:47 AM - Re: Model A mixture control (John Smoyer)
3. 06:08 AM - Model A carb heat (John Smoyer)
4. 06:33 AM - Re: Model A carb heat (H RULE)
5. 07:55 AM - Re: Model A carb heat (Jeff Boatright)
6. 08:33 AM - Re: Model A carb heat (H RULE)
7. 11:47 AM - Prop carving CD (helspersew@aol.com)
8. 12:08 PM - Re: Prop carving CD (Gary Boothe)
9. 07:35 PM - Re: tail brace wires (Joemotis@aol.com)
Message 1
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| Subject: | Re: "Made all parts myself" |
There you go. This is exactly what I am talking about.-
-
--- On Thu, 2/5/09, walt <waltdak@verizon.net> wrote:
From: walt <waltdak@verizon.net>
Subject: Re: Pietenpol-List: "Made all parts myself"
I'm with you, Dan!!!
walt evans
NX140DL
-
-
----- Original Message -----
From: helspersew@aol.com
Sent: Thursday, February 05, 2009 6:23 PM
Subject: Pietenpol-List: "Made all parts myself"
Walt said ",,,,"I made every part of this plane with my own hands".
I'm with you Walt. The reason I decided to build an airplane is to indeed b
uild it. I have learned so much by taking on tasks that I knew virtually no
thing about. -In my estimation, that is what is so much fun about the pro
ject. The design,engineering and fabrication. Yes I could have been flying
by now if I were to have purchased ribs, hinges, etc. but the value of bein
g able to say those words (above) trumps everything.
Dan Helsper
href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.matro
nics.com/Navigator?Pietenpol-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 2
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| Subject: | Re: Model A mixture control |
Many Thanks to Gene, Larry, Walt and Harvey for your recommendations on the fuel
mixture control. I'll start out with no mixture control.
John S
________________________________
From: walt <waltdak@verizon.net>
Sent: Sunday, February 1, 2009 1:44:45 PM
Subject: Re: Pietenpol-List: Model A mixture control
John,
I'm not jumping in due to experience, only cause of
various bits of knowlege from my Mentor.
He locked and safety wired the mixture control on
my A-65.
He said that you don't have to worry about mixture
till 10,000 ft or so.
Don't know how high you plan on flying with the
"A"
Also don't know what type of fuel you'll be
using.
But he said that if using auto fuel, because it's
so volitle<sp>, that it can start gassing off at about 6,000 ft, with a
chance of vaporlock.
In other words, he was more worried about the auto
gas than the mixture control.
walt evans
NX140DL
----- Original Message -----
From: John Smoyer
Sent: Sunday, February 01, 2009 7:36 AM
Subject: Pietenpol-List: Model A mixture control
Hi, Guys,
Have any of you installed a mixture control on your Piet's Model A engine? With
the engine turned 180 degrees from what it would be in a car, I can't figure
out how to rig a control that will adjust the mixture from the Piet's cockpit.
Any thoughts or recommendations would be greatly appreciated.
Thanks,
John Smoyer
href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.matronics.com/Navigator?Pietenpol-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 3
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| Subject: | Model A carb heat |
Most of the Piets I've seen run all the carburetor intake air through a heat muff
mounted on the exhaust stack. It's like carb heat is always on.
Is there any reason to set up an adjustable control so that some or all of the
air to the carb is unheated?
Thanks,
John Smoyer
Message 4
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| Subject: | Re: Model A carb heat |
I have a carb heat box which switchs from cold regular air to heated air wh
en I want.I usually switch to carb heat when going from a higher altitude t
o a lower altitude- like when I'm coming in for a landing.=0A=0A=0A=0A=0A
________________________________=0AFrom: John Smoyer <mox499@yahoo.com>=0AT
o: pietenpol-list@matronics.com=0ASent: Friday, February 6, 2009 9:08:06 AM
=0ASubject: Pietenpol-List: Model A carb heat=0A=0A=0AMost of the Piets I'v
e seen run all the carburetor intake air through a heat muff mounted on the
exhaust stack.- It's like carb heat is always on.=0A=0AIs there any reas
on to set up an adjustable control so that some or all of the air to the ca
-========================
Message 5
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| Subject: | Re: Model A carb heat |
John,
A reason to take in cold air is that it is denser and thus provides a
better charge for combustion and thus more power, which should
translate to more thrust, which might make for better take-off
performance. There is a possibility for more efficiency, too. BUT,
these potential gains must be balanced with the drawbacks of having a
more complicated air intake system, the potential for carb ice
forming, and the potential for the carb/engine combo just not
"liking" the colder charge (for instance, the fuel might not atomize
in the same way in the carb throat with colder air).
HTH,
Jeff
At 6:32 AM -0800 2/6/09, H RULE wrote:
>I have a carb heat box which switchs from cold regular air to heated
>air when I want.I usually switch to carb heat when going from a
>higher altitude to a lower altitude like when I'm coming in for a
>landing.
>
>
>From: John Smoyer <mox499@yahoo.com>
>To: pietenpol-list@matronics.com
>Sent: Friday, February 6, 2009 9:08:06 AM
>Subject: Pietenpol-List: Model A carb heat
>
>Most of the Piets I've seen run all the carburetor intake air
>through a heat muff mounted on the exhaust stack. It's like carb
>heat is always on.
>
>Is there any reason to set up an adjustable control so that some or
>all of the air to the carb is unheated?
>
>Thanks,
>John Smoyer
>
--
_____________________________________________________________
Jeffrey H. Boatright, PhD
Associate Professor, Emory Eye Center, Atlanta, GA, USA
Senior Editor, Molecular Vision, http://www.molvis.org/molvis
mailto:jboatri@emory.edu
Message 6
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| Subject: | Re: Model A carb heat |
You may be right about the heated air being a better situation for atomizin
g but the system I am using has been employed by pilots for years before I
came along.I'm not that smart to know any different so I go with what's bee
n proven.I know there are guys out there who use a system of hot wire wrapp
ed around the ventury and this may work in warmer climates but up here in C
anada we need a much more positive way of heating;thus the heat box.I know
of ultralight pilots who heat all the time even when using oil /gas mix but
I never ran into any difficulty-when-I used the oil/gas mix with out h
eat even in winter.The problem comes when going through different atmospher
es.You could be fine at say 5000 feet and then when you get to 3000 things
could start freezing up on you and it could be caused by humidity not neces
sarily a change in temperature or at least that's what I've been told.I don
't fly my Piet or GN-1 Aircamper-in the winter anyway.I don't have
cabin heat.I don't know how those old timers ever stood the cold;they must
have been a tough bunch of buggers because I get could even in October so
I call it quits.I don't have a heat box for my tiny frame;-o--=0A=0A=0A
=0A=0A________________________________=0AFrom: Jeff Boatright <jboatri@emor
y.edu>=0ATo: pietenpol-list@matronics.com=0ASent: Friday, February 6, 2009
10:54:29 AM=0ASubject: Re: Pietenpol-List: Model A carb heat=0A=0A=0AJohn,
=0A=0AA reason to take in cold air is that it is denser and thus provides a
better charge for combustion and thus more power, which should translate t
o more thrust, which might make for better take-off performance. There is a
possibility for more efficiency, too. BUT, these potential gains must be b
alanced with the drawbacks of having a more complicated air intake system,
the potential for carb ice forming, and the potential for the carb/engine c
ombo just not "liking" the colder charge (for instance, the fuel might not
atomize in the same way in the carb throat with colder air).=0A=0AHTH,=0A
=0AJeff=0A=0AAt 6:32 AM -0800 2/6/09, H RULE wrote:=0AI have a carb heat bo
x which switchs from cold regular air to heated air when I want.I usually s
witch to carb heat when going from a higher altitude to a lower altitude-
like when I'm coming in for a landing.=0A=0A=0A=0A________________________
________=0A=0AFrom: John Smoyer <mox499@yahoo.com>=0ATo: pietenpol-list@mat
ronics.com=0ASent: Friday, February 6, 2009 9:08:06 AM=0ASubject: Pietenpol
-List: Model A carb heat=0A=0AMost of the Piets I've seen run all the carbu
retor intake air through a heat muff mounted on the exhaust stack.- It's
like carb heat is always on.=0A=0AIs there any reason to set up an adjustab
le control so that some or all of the air to the carb is unheated?=0A=0ATha
nks,=0AJohn Smoyer=0A=0A=0A-- =0A=0A=0A____________________________________
_________________________=0AJeffrey H. Boatright, PhD=0AAssociate Professor
, Emory Eye Center, Atlanta, GA, USA=0ASenior Editor, Molecular Vision, htt
=============
Message 7
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Hi Gary,
I am still working on finishing my Prop Carving CD, the instructional essay with
diagrams and photos. I am getting closer to completion. One of the guys on this
list is kind enough to be helping me with some feedback so I can be fairly
certain this is all accurate and understandable to the masses when I am done.
Just a few more weeks maybe. Thanks for asking.
Dan Helsper
Poplar Grove, IL
Message 8
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Thanks!!....eagerly awaiting..
Gary Boothe
Cool, Ca.
Pietenpol
WW Corvair Conversion
Tail done, working on fuselage (endless metal parts!)
(12 ribs down.)
Do not archive
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of
helspersew@aol.com
Sent: Friday, February 06, 2009 11:45 AM
Subject: Pietenpol-List: Prop carving CD
Hi Gary,
I am still working on finishing my Prop Carving CD, the instructional essay
with diagrams and photos. I am getting closer to completion. One of the guys
on this list is kind enough to be helping me with some feedback so I can be
fairly certain this is all accurate and understandable to the masses when I
am done. Just a few more weeks maybe. Thanks for asking.
Dan Helsper
Message 9
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| Subject: | Re: tail brace wires |
Thank you Oscar.
Joe Motis
WW Corvair builder
Pietenpol assistant
No archives eh Hombres
In a message dated 2/4/2009 9:54:45 A.M. Pacific Standard Time,
taildrags@hotmail.com writes:
Joe asked-
> Also on the turnbuckle topic; has anyone replaced the piano wire on the
tail
> with cable and turnbuckles?
> What size cable and what size turnbuckles?
I don't know of anyone who is currently building a Piet using the steel wire
and thimble method used in the old plans, although it has been done in the
past. Most everyone uses 1/16" or 3/32" 7x19 cable with turnbuckles to
adjust the tension. My airplane uses 1/16" stainless cable back there since
the first set of wires on it (galvanized) had some corrosion over time and I
replaced them with stainless.
A quick glance at the Aircraft Spruce catalog shows that the turnbuckles
for 1/16" cable are just about the smallest ones in the catalog listing.
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: _taildrags@hotmail.com_ (mailto:taildrags@hotmail.com)
website at http://www.flysquirrel.net
(http://www.matronics.com/Navigator?Pietenpol-List)
(http://www.matronics.com/contribution)
**************Who's never won? Biggest Grammy Award surprises of all time on
AOL Music.
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