Today's Message Index:
----------------------
1. 02:51 AM - Re: Wood (bubbleboy)
2. 02:59 AM - Air Camper build in Australia (bubbleboy)
3. 05:01 AM - Re: Gliding the Piet (was Dimple Tape) (Jack Phillips)
4. 05:33 AM - Re: Gliding the Piet (was Dimple Tape) (airlion)
5. 05:45 AM - Re: Gliding the Piet (was Dimple Tape) (H RULE)
6. 06:54 AM - wing placement (Oscar Zuniga)
7. 07:05 AM - engine out/ gliding in a Pietenpol (Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation])
8. 07:34 AM - Re: engine out/ gliding in a Pietenpol (kevinpurtee)
9. 07:41 AM - Re: wing placement (kevinpurtee)
10. 12:02 PM - Re: coverall project (TOM STINEMETZE)
11. 02:16 PM - Re: dimpletape on a Ford (Dan Yocum)
12. 03:53 PM - Re: wing placement (Gene Rambo)
13. 03:54 PM - Re: Air Camper build in Australia (Rick Holland)
14. 05:15 PM - Re: Re: engine out/ gliding in a Pietenpol (H RULE)
15. 05:48 PM - Re: engine out/ gliding in a Pietenpol (kevinpurtee)
16. 05:49 PM - Re: engine out/ gliding in a Pietenpol (Jack Phillips)
17. 06:16 PM - Re: engine out/ gliding in a Pietenpol (skellytown flyer)
18. 07:23 PM - Re: Gliding the Piet (was Dimple Tape) (Graham Hansen)
19. 07:49 PM - Re: coverall project (Ray Krause)
20. 07:49 PM - Re: First Major Milestone (Ray Krause)
21. 07:56 PM - Fuse dimensions (Mark Roberts)
22. 07:58 PM - Elevator droop in level flight? (Ben Charvet)
Message 1
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Just compare prices too. When I ordered, Wicks was double the cost. Not sure why.
Scotty :?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=289613#289613
Message 2
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| Subject: | Air Camper build in Australia |
Hi all...just a quick intro. Just starting an Air Camper build in Australia. Have
a little web site going.
www.scottyspietenpol.com
--------
Scotty
Tamworth, Australia
Building a Corvair Powered Pietenpol Air Camper
www.scottyspietenpol.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=289614#289614
Message 3
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| Subject: | Gliding the Piet (was Dimple Tape) |
I always tell people "If you pull the power or lose the engine in a
Pietenpol, throw out a brick and see where it is heading. That is where you
will land. And when you land, get out of the plane and run so you won't get
hit by the brick."
Jack Phillips
NX899JP
Raleigh, NC
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Oscar Zuniga
Sent: Sunday, March 07, 2010 10:27 PM
Subject: Pietenpol-List: dimple tape
Gardiner wrote:
>On final approach to landing I am trying to
>get used to the sink rate for landing. I like
>to land power off like I was taught., but I
>FIND THAT IS NOT POSSIBLE.
A couple of observations. (1) You can't fly a
big, wide, square pattern in the Piet unless
you keep the power on all the way till you get
ready to turn base, and maybe even past that.
There really is no reason to fly a big open
pattern anyway, unless you fly out of a busy
field where everybody has to play follow the
leader. (2) The best approach to fly after you
come abeam the numbers on downwind is a "circling
approach"... a semicircle that starts when you
pull the power and ends when you turn towards
the numbers. And as soon as you pull carb heat
and power, the airplane should be starting a
descending arc that ends at the numbers. If you
pull power on downwind abeam the numbers and
think you can continue straight ahead for a
quarter mile, then turn and fly a quarter mile
square base leg, then turn a square final
(all with power off), you're probably wrong.
The Piet will start coming down as soon as you
pull the power. I learned to fly in a J-3 and
was taught power-off landings, but the Cub
will glide pretty nicely on those long wings
while the Piet will head for home when the power
comes off.
Once you figure the airplane out though, you'll
see why this characteristic is so endearing.
You can land it almost anywhere.
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 4
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| Subject: | Re: Gliding the Piet (was Dimple Tape) |
Thanks guys, I always do circling approaches. It burns me up whenever I am behind
someone using up the whole state for an approach. But- will dimple tape help
out like Tony Occhipinti says it will? Hey, how about coming over the field
and doing a spin for a circling approach. They say thats a good way to find the
ground from the top of an overcast. Cheers, Gardiner
----- Original Message ----
From: Jack Phillips <pietflyr@bellsouth.net>
Sent: Mon, March 8, 2010 7:56:44 AM
Subject: RE: Pietenpol-List: Gliding the Piet (was Dimple Tape)
I always tell people "If you pull the power or lose the engine in a
Pietenpol, throw out a brick and see where it is heading. That is where you
will land. And when you land, get out of the plane and run so you won't get
hit by the brick."
Jack Phillips
NX899JP
Raleigh, NC
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Oscar Zuniga
Sent: Sunday, March 07, 2010 10:27 PM
Subject: Pietenpol-List: dimple tape
Gardiner wrote:
>On final approach to landing I am trying to
>get used to the sink rate for landing. I like
>to land power off like I was taught., but I
>FIND THAT IS NOT POSSIBLE.
A couple of observations. (1) You can't fly a
big, wide, square pattern in the Piet unless
you keep the power on all the way till you get
ready to turn base, and maybe even past that.
There really is no reason to fly a big open
pattern anyway, unless you fly out of a busy
field where everybody has to play follow the
leader. (2) The best approach to fly after you
come abeam the numbers on downwind is a "circling
approach"... a semicircle that starts when you
pull the power and ends when you turn towards
the numbers. And as soon as you pull carb heat
and power, the airplane should be starting a
descending arc that ends at the numbers. If you
pull power on downwind abeam the numbers and
think you can continue straight ahead for a
quarter mile, then turn and fly a quarter mile
square base leg, then turn a square final
(all with power off), you're probably wrong.
The Piet will start coming down as soon as you
pull the power. I learned to fly in a J-3 and
was taught power-off landings, but the Cub
will glide pretty nicely on those long wings
while the Piet will head for home when the power
comes off.
Once you figure the airplane out though, you'll
see why this characteristic is so endearing.
You can land it almost anywhere.
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 5
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| Subject: | Re: Gliding the Piet (was Dimple Tape) |
Always fire off a few rounds from your Lewis machince gun in order to clear
the birds from the runway when passing overhead on way to downwind.Scares
the hell out of any Huns lurking as well.=0Ado not archive=0A=0A=0A=0A=0A__
______________________________=0AFrom: airlion <airlion@bellsouth.net>=0ATo
: pietenpol-list@matronics.com=0ASent: Mon, March 8, 2010 8:18:44 AM=0ASubj
ect: Re: Pietenpol-List: Gliding the Piet (was Dimple Tape)=0A=0A--> Pieten
pol-List message posted by: airlion <airlion@bellsouth.net>=0A=0AThanks guy
s, I always do circling approaches. It burns me up whenever I am behind som
eone using up the whole state for an approach. But- will dimple tape help o
ut like Tony Occhipinti says it will? Hey, how about coming over the field
and doing a spin for a circling approach. They say thats a good way to find
the ground from the top of an overcast.- Cheers, Gardiner=0A=0A=0A=0A---
-- Original Message ----=0AFrom: Jack Phillips <pietflyr@bellsouth.net>=0AT
o: pietenpol-list@matronics.com=0ASent: Mon, March 8, 2010 7:56:44 AM=0ASub
ject: RE: Pietenpol-List: Gliding the Piet (was Dimple Tape)=0A=0A--> Piete
npol-List message posted by: "Jack Phillips" <pietflyr@bellsouth.net>=0A=0A
I always tell people "If you pull the power or lose the engine in a=0APiete
npol, throw out a brick and see where it is heading.- That is where you
=0Awill land.- And when you land, get out of the plane and run so you won
't get=0Ahit by the brick."=0A=0AJack Phillips=0ANX899JP=0ARaleigh, NC=0A
=0A-----Original Message-----=0AFrom: owner-pietenpol-list-server@matronics
.com=0A[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Osca
r Zuniga=0ASent: Sunday, March 07, 2010 10:27 PM=0ATo: Pietenpol List=0ASub
ject: Pietenpol-List: dimple tape=0A=0A--> Pietenpol-List message posted by
: Oscar Zuniga <taildrags@hotmail.com>=0A=0A=0AGardiner wrote:=0A=0A>On fin
al approach to landing I am trying to=0A>get used to the sink rate for land
ing. I like=0A>to land power off like I was taught., but I=0A>FIND THAT IS
NOT POSSIBLE.=0A=0AA couple of observations. (1) You can't fly a=0Abig, wid
e, square pattern in the Piet unless=0Ayou keep the power on all the way ti
ll you get=0Aready to turn base, and maybe even past that.=0AThere really i
s no reason to fly a big open=0Apattern anyway, unless you fly out of a bus
y=0Afield where everybody has to play follow the=0Aleader. (2) The best app
roach to fly after you=0Acome abeam the numbers on downwind is a "circling
=0Aapproach"... a semicircle that starts when you=0Apull the power and ends
when you turn towards=0Athe numbers. And as soon as you pull carb heat=0Aa
nd power, the airplane should be starting a=0Adescending arc that ends at t
he numbers. If you=0Apull power on downwind abeam the numbers and=0Athink y
ou can continue straight ahead for a=0Aquarter mile, then turn and fly a qu
arter mile=0Asquare base leg, then turn a square final=0A(all with power of
f), you're probably wrong.=0AThe Piet will start coming down as soon as you
=0Apull the power.- I learned to fly in a J-3 and=0Awas taught power-off
landings, but the Cub=0Awill glide pretty nicely on those long wings=0Awhil
e the Piet will head for home when the power=0Acomes off.=0A=0AOnce you fig
ure the airplane out though, you'll=0Asee why this characteristic is so end
earing.=0AYou can land it almost anywhere.=0A=0AOscar Zuniga=0AAir Camper N
X41CC=0ASan Antonio, TX=0Amailto: taildrags@hotmail.com=0Awebsite at http:/
- - - - - - - - - - - - -Matt Dralle, List Admin.
====
Message 6
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The wing on 41CC is set back 4", that is
to say that the cabanes are slanted back
4" from vertical. However, it makes a
big difference which engine you have...
mine is a Continental but there are both
heavier and lighter engines and that
seems to be the biggest factor in the
amount of slant needed so don't just
crank in 4" aft slant without doing the
W&B calcs. The other big factor is how
light you built the tail ;o) Believe
it or not, the type of tailwheel (or
skid) could make a considerable difference
because that weight is about as far aft
as anything on the airplane and 1 lb.
back there can make a big change.
By all means, run several what-ifs for
loading in the W&B spreadsheet. What I
found out from doing mine is that the
airplane absolutely must be soloed
from the back seat unless a very specific
set of loading conditions exist. I
placarded the airplane "Rear Seat Solo
Only". Another thing I found out is
that there is a minimum required pilot
weight when soloing (from the rear seat)
with full fuel... it's something like
90 lbs. and if the pilot is lighter than
that, the CG falls out of the forward
limit and the airplane may not have
enough elevator authority to flare it
in the landing or pull it off the ground.
I haven't experimented in the air with
those loadings; it's all on paper (or
in the spreadsheet, that is).
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 7
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| Subject: | engine out/ gliding in a Pietenpol |
Loved you post about the brick Jack. Very close to reality.
Once in a while I will chop the power abeam the runway threshold numbers to
idle and you almost immediately
have to start your left turn to base and make it a semi-circle rather than
two 90 degree turns.
The Pietenpol has the steepest power off glide angle of any airplane I have
flown. Much like an ultralight with all of
those cables, structure, and drag-inducing thangs sticking out.
The only thing worse than trying to make a field or highway with an engine
out in a Pietenpol is trying to do it with a
headwind !
Seriously, if you think you can make a certain field or highway engine-out
in a Piet, pick the next field or highway
CLOSER to you to be assured you'll make it.
Mike C.
Message 8
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| Subject: | Re: engine out/ gliding in a Pietenpol |
In the process of getting my tailwheel endorsement last summer I flew a couple
of hours bootleg in a luscombe and 3 official hours in a cub. After gaining the
endorsement I flew 2 hours in a Decathlon for stall/spin awareness and then,
strictly for fun, bought an hour in a stearman. The stearman was the best prep
for the piet: pull the power off and down you come.
I try to shoot all my landings at idle. My patterns are tight.
Respectfully,
Kevin Purtee
NX899KP
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=289646#289646
Message 9
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| Subject: | Re: wing placement |
Gene - My wing is also sloped back 4 inches (corvair). Sounds like that's what
a lot of people have. Gives you a place to start.
I had to clearance the holes for the wires because I originally fitted everything
with the cabanes at 90 degrees. When I was done clearancing I covered the
larger holes with neatly cut slotted leather covers. Came out ok.
Kevin Purtee
NX899KP
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=289647#289647
Message 10
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| Subject: | Re: coverall project |
Douwe:
Very sorry to hear about your wife! Your call for prayer will be answered
Stinemetze
>>I haven't been able to give this much thought as my wife collapsed today
in
>>church and is in the hospital now while the neurologists are trying to
>>figure out what in the world is going on. So... with that and three
kids at
>>home, work, etc, etc... I'm feeling like a one-legged-man in a kicking
>>contest right about now.
Message 11
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| Subject: | Re: dimpletape on a Ford |
Dan and all,
On 03/01/2010 12:34 PM, helspersew@aol.com wrote:
> I am going to put dimple tape on my Aerona. I will report in after I
> have had a chance to evaluate. Can that stuff be removed if I don't like it?
As a first pass, try that drywall paper dimple tape - the adhesive is
probably not terribly strong and you should be able to remove it. Of
course, first apply a small piece somewhere that you might not mind
losing some paint.
My only reservation for putting dimple tape on N8031 is that the second
coat of SHERWIN WILLIAMS exterior gloss house paint will come off if the
adhesive is too aggressive - it didn't adhere very well to the first
coat of DULUX exterior gloss house paint that was applied in 1979.
And, just to add to the dimple tape discussion, there's a guy who
designed something called deturbulator tape which he tested on a
Standard Cirrus sailplane with great success at a specific speed. His
web site is here:
http://www.sinhatech.com/
There's a paper describing the test and the results, here:
http://www.sinhatech.com/Johnson-Report.pdf
But, probably the most interesting bits are the 2 attached graphs
showing the minimum sink vs. airspeed and glide ratio vs. airspeed.
Note that a 13% increase in lift can be seen at 48kts.
Enjoy!
Dan
> Dan Helsper
> Poplar Grove, IL.
>
>
> I am planning to use dimple tape on the prop and VGs on the wing. If it
> can be proven that dimple tape is just as good in this application, I
> would use it. I think that would look a little nicer then the VGs. (How
> would both dimple tape and VGs work on the wing?)
>
> ---
>
>
> >
> >
> > --
> >
> >
> > > *
> >
> >
> > *
> >
> > *
> >
> >
> > *
>
> --
> Dan Yocum
> Fermilab 630.840.6509
> yocum@fnal.gov
> <http://us.mc833.mail.yahoo.com/mc/compose?to=yocum@fnal.gov>,
> http://fermigrid.fnal.gov <http://fermigrid.fnal.gov/>
> "I fly b= --> http://www.matronics.com/Navigator?Pietenpol; - MATRONICS
> WEB FORUMS -
> <http://www.matronics.com/Navigator?Pietenpol-List>
> tion" target=_blank>http://www.=====================
>
>
> <http://forums.matronics.com/>
>
> *
>
> ===================================
> t" target=_blank>http://www.matronics.com/Navigator?Pietenpol-List
> ===================================
> tp://forums.matronics.com
> ===================================
> _blank>http://www.matronics.com/contribution
> ===================================
>
> *
>
> *
>
>
> *
--
Dan Yocum
Fermilab 630.840.6509
yocum@fnal.gov, http://fermigrid.fnal.gov
"I fly because it releases my mind from the tyranny of petty things."
Message 12
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| Subject: | Re: wing placement |
Wow, Oscar, you are the only person I have ever heard of who had a
FORWARD CG problem!
LOL, lucky you.
Gene
----- Original Message -----
From: Oscar Zuniga<mailto:taildrags@hotmail.com>
To: Pietenpol List<mailto:pietenpol-list@matronics.com>
Sent: Monday, March 08, 2010 9:23 AM
Subject: Pietenpol-List: wing placement
<taildrags@hotmail.com<mailto:taildrags@hotmail.com>>
The wing on 41CC is set back 4", that is
to say that the cabanes are slanted back
4" from vertical. However, it makes a
big difference which engine you have...
mine is a Continental but there are both
heavier and lighter engines and that
seems to be the biggest factor in the
amount of slant needed so don't just
crank in 4" aft slant without doing the
W&B calcs. The other big factor is how
light you built the tail ;o) Believe
it or not, the type of tailwheel (or
skid) could make a considerable difference
because that weight is about as far aft
as anything on the airplane and 1 lb.
back there can make a big change.
By all means, run several what-ifs for
loading in the W&B spreadsheet. What I
found out from doing mine is that the
airplane absolutely must be soloed
from the back seat unless a very specific
set of loading conditions exist. I
placarded the airplane "Rear Seat Solo
Only". Another thing I found out is
that there is a minimum required pilot
weight when soloing (from the rear seat)
with full fuel... it's something like
90 lbs. and if the pilot is lighter than
that, the CG falls out of the forward
limit and the airplane may not have
enough elevator authority to flare it
in the landing or pull it off the ground.
I haven't experimented in the air with
those loadings; it's all on paper (or
in the spreadsheet, that is).
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags@hotmail.com<mailto:taildrags@hotmail.com>
website at http://www.flysquirrel.net<http://www.flysquirrel.net/>
http://www.matronics.com/Navigator?Pietenpol-List<http://www.matronics.co
m/Navigator?Pietenpol-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
Message 13
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| Subject: | Re: Air Camper build in Australia |
Have a great looking website started Scotty, I have a WW Corvair
running on an uncovered fuselage now. Were Corvairs ever exported down
under? Or do you have to have to buy a core engine in the US? Good
luck.
rick
On Mon, Mar 8, 2010 at 5:58 AM, bubbleboy <scott.dawson@optusnet.com.au> wrote:
>
> Hi all...just a quick intro. Just starting an Air Camper build in Australia.
Have a little web site going.
>
> www.scottyspietenpol.com
>
> --------
> Scotty
>
> Tamworth, Australia
> Building a Corvair Powered Pietenpol Air Camper
>
> www.scottyspietenpol.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=289614#289614
>
>
--
Rick Holland
Castle Rock, Colorado
"Logic is a wreath of pretty flowers, that smell bad"
Message 14
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| Subject: | Re: engine out/ gliding in a Pietenpol |
Interesting that you prep for a Piet.I have flown different ultralights,Laz
air,Quicksilver, and N3 Pup.I found the N3 Pup to be most like it but slowe
r.When I first flew my GN-1 Aircamper I was looking for someone to test fly
it and then take me up and give me a try in the front seat.No person could
be found.I was the test pilot,first on type and first to fly her.I guarant
ee she flys as advertised,no tricks up her sleeve.I will say that I had a p
retty dry mouth- shortly after take off from nerves but that all went awa
y as I did my first circuit and landing.=0AEnjoy your first flight in a Pie
t it is exceptional.=0A=0A=0A________________________________=0AFrom: kevin
purtee <kevin.purtee@us.army.mil>=0ATo: pietenpol-list@matronics.com=0ASent
: Mon, March 8, 2010 10:34:30 AM=0ASubject: Pietenpol-List: Re: engine out/
rtee" <kevin.purtee@us.army.mil>=0A=0AIn the process of getting my tailwhee
l endorsement last summer I flew a couple of hours bootleg in a luscombe an
d 3 official hours in a cub.- After gaining the endorsement I flew 2 hour
s in a Decathlon for stall/spin awareness and then, strictly for fun, bough
t an hour in a stearman.- The stearman was the best prep for the piet: pu
ll the power off and down you come.=0A=0AI try to shoot all my landings at
idle.- My patterns are tight.=0A=0ARespectfully,=0AKevin Purtee=0ANX899KP
=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matronics.co
-========================
Message 15
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| Subject: | Re: engine out/ gliding in a Pietenpol |
Prepping seemed prudent given that I'd never flown a taildragger:).
The four different aircraft and 8 total hours of taildragger time accumulated prior
to the 1st flight served me well. The first flight was an anti-climax -
a tribute to the design.
Take care,
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=289714#289714
Message 16
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| Subject: | engine out/ gliding in a Pietenpol |
We had one of the NASA test pilots who first flew the space shuttle at
Edwards (before they ever launched one) speak at our EAA cahpter a couple of
years ago. He said that what they developed to use to teach astronauts how
to glide the shuttle was a G-4 Gulfstream with the thrust reversers on at
full throttle! That gave a realistic simulation of the space shuttle's
glide ratio. I figured they could do the same thing and save a lot of money
by just training the astronauts in a Pietenpol.
Jack Phillips
NX899JP
Raleigh, NC
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Cuy, Michael
D. (GRC-RXD0)[ASRC Aerospace Corporation]
Sent: Monday, March 08, 2010 9:49 AM
Subject: Pietenpol-List: engine out/ gliding in a Pietenpol
Loved you post about the brick Jack. Very close to reality.
Once in a while I will chop the power abeam the runway threshold numbers to
idle and you almost immediately
have to start your left turn to base and make it a semi-circle rather than
two 90 degree turns.
The Pietenpol has the steepest power off glide angle of any airplane I have
flown. Much like an ultralight with all of
those cables, structure, and drag-inducing thangs sticking out.
The only thing worse than trying to make a field or highway with an engine
out in a Pietenpol is trying to do it with a
headwind !
Seriously, if you think you can make a certain field or highway engine-out
in a Piet, pick the next field or highway
CLOSER to you to be assured you'll make it.
Mike C.
Message 17
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| Subject: | Re: engine out/ gliding in a Pietenpol |
Have any of you flown a Tri-ppacer enough to compare it's glide to a GN-1? that's
one that was always made fun of but I rally enjoyed it's ability to lug itself
off the ground with a load and get back down without a lot of float. I'm hoping
the GN-1 will behave similar. Raymond
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=289732#289732
Message 18
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| Subject: | Re: Gliding the Piet (was Dimple Tape) |
Group,
I enjoyed Jack Phillips' reference to the gliding angle of a Pietenpol. I
have flown four different Pietenpols and, power-off, they all exhibited a
steep/high rate of descent. My Piper PA 17 Vagabond (short wing Piper) also
displays this characteristic, but does "float" a bit farther than the Piet
on landing. For this reason, I normally use a "touch of power" and this
makes the approach angle more comfortable for both airplanes .(It also keeps
the engine warm--especially important in cold weather.)
Years ago, my son and I went for a ride in the front cockpit of a Waco
biplane. It was a really nice airplane, but when the owner/pilot closed the
throttle to descend it dropped like Jack's proverbial brick. My Sperry
Messenger biplane repro that I built in the 1980's was similar to the Waco
and a good landing from a power-off approach demanded one's full attention.
I have flown a Gypsy Moth and a Tiger Moth, both of which seemed to have a
flatter glide than either the Waco or the Sperry. Generally, most biplanes
will have a steep power-off approach angle. In my view, my Pietenpol's
glide is about the same as that of the Moths I flew. Steep, but not too
scary.
Occasionally I will close the throttle of the Pietenpol or the Vagabond to
practise a power-off approach and landing. Even after having flown both for
hundreds of hours, I don't always allow enough height and sometimes have to
add a bit of power to get to the touchdown point. (And THAT is why I
periodically make myself do some practice!)
Graham Hansen (Pietenpol CF-AUN in Alberta, Canada)
Message 19
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| Subject: | Re: coverall project |
Douwe,
My prayers are with you, your wife and family. They come first.
Ray Krause
----- Original Message -----
From: "Douwe Blumberg" <douweblumberg@earthlink.net>
Sent: Sunday, March 07, 2010 6:57 PM
Subject: Pietenpol-List: coverall project
> <douweblumberg@earthlink.net>
>
> Hey gang,
>
> Just got back from a business trip and it looks like there are a lot of
> fellows interested in some coveralls, but not a lot of agreement about a
> logo.
>
> I haven't been able to give this much thought as my wife collapsed today
> in
> church and is in the hospital now while the neurologists are trying to
> figure out what in the world is going on. So... with that and three kids
> at
> home, work, etc, etc... I'm feeling like a one-legged-man in a kicking
> contest right about now.
>
> However, when things cool down here, I'll give it some thought and see if
> I
> can come up with a plan that seems workable. Maybe we just all get our
> own
> coveralls and send it to the silkscreeners ourselves (Jake??) or maybe
> they
> come to me and I'll forward them along all at once, I don' t know. Sounds
> like an old-timey Pietenpol logo is in order, but I really am attracted to
> a
> more generic one as well as it's just a touch more authentic for the era.
>
> Any prayers for Marci are appreciated!!
>
> Douwe
>
>
>
Message 20
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| Subject: | Re: First Major Milestone |
Gary,
Thanks, that really helps.
Ray
----- Original Message -----
From: "Gary Boothe" <gboothe5@comcast.net>
Sent: Sunday, March 07, 2010 7:59 PM
Subject: RE: Pietenpol-List: First Major Milestone
>
> Ray,
>
> Here's a link to Mark's web site:
> http://www.mykitlog.com/users/category.php?user=k5yac&project=687&category=4
> 579
>
> Gary Boothe
> Cool, Ca.
> Pietenpol
> WW Corvair Conversion, mounted
> Tail done, Fuselage on gear
> (18 ribs down.)
> -----Original Message-----
> From: owner-pietenpol-list-server@matronics.com
> [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ray Krause
> Sent: Sunday, March 07, 2010 7:36 PM
> To: pietenpol-list@matronics.com
> Subject: Re: Pietenpol-List: First Major Milestone
>
> <raykrause@frontiernet.net>
>
> I would really appreciate some details on this jig, if at all possible.
> Any
>
> references?
>
> Ray Krause
> ----- Original Message -----
> From: "Gary Boothe" <gboothe5@comcast.net>
> To: <pietenpol-list@matronics.com>
> Sent: Saturday, March 06, 2010 7:13 AM
> Subject: RE: Pietenpol-List: First Major Milestone
>
>
>> <gboothe5@comcast.net>
>>
>> Nice pics, Mark, thanks! I am still a big fan of your wing building jig.
>> That'll work great for me and my cramped work area. How about posting
>> some
>> more in-process pics?
>>
>> Gary Boothe
>> Cool, CA
>> Pietenpol
>> WW Corvair Conversion
>> Tail done, Fuselage on gear
>> 18 ribs done
>>
>> -----Original Message-----
>> From: owner-pietenpol-list-server@matronics.com
>> [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of K5YAC
>> Sent: Friday, March 05, 2010 8:41 PM
>> To: pietenpol-list@matronics.com
>> Subject: Pietenpol-List: First Major Milestone
>>
>>
>> I'm not sure if this is actually a milestone, but I'm feeling pretty good
>> about it. I took my left wing panel off the jig today and trial fit the
>> aileron. Today was one of the first really nice days we have had in a
>> long
>> time, so I took my wing panel outside and set it on saw horses so I could
>> look it over in the sun light. It all looks good so far. I still need
>> to
>> install control pulleys and LE sheeting, but the framework is complete.
>>
>> We measured the dimensions (front to rear spar - tip to root) and found
>> that
>> there is less than 1/8" difference in the measurements. I was told that
>> is
>> pretty good.
>>
>> I also wanted to check my jig with the water level before to starting the
>> right wing panel... it hasn't moved since we locked it down, prior to
>> starting assembly on the let panel.
>>
>> Here are a few photos.
>>
>> --------
>> Mark - working on wings
>>
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=289365#289365
>>
>>
>>
>>
>> Attachments:
>>
>> http://forums.matronics.com//files/p3050408_768x576_159.jpg
>> http://forums.matronics.com//files/p3050410_768x576_118.jpg
>> http://forums.matronics.com//files/p3050412_768x576_128.jpg
>> http://forums.matronics.com//files/p3050413_768x576_133.jpg
>> http://forums.matronics.com//files/p3050415_768x576_123.jpg
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 21
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Hey All:
I am doing some planning on my fuse build (as a way for twiddling my thumbs
until I get more money) and am curious for some feedback from you guys
flying behind a Corvair engine. I understand that they are quite a bit less
weight than the original Model T Ford engine. I have read on the list that
some have lengthened the fuse in the nose 2-4 inches to compensate for less
weight rather than add weight to balance with a shorter nose even on the
long fuse version (I am going by memory here...).
Ok, I know I am simply begging to be flamed here, (Please resist :o), but
for those of you that are flying a corvair powered Piet long fuse version,
did you have to add weight in the nose?
I am trying to plan out how far back to move the rear seat without effecting
the balance issues (much) as I simply need more leg room to tuck in my 6'4"
frame.
Thanks for the feedback!
Mark
Message 22
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| Subject: | Elevator droop in level flight? |
Hi group,
I'm having a ball flying off my Phase 1. I installed a simple bungee
trim system on my control stick and now it will fly hands off for
several minutes. One question though. When trimmed for level flight at
cruise RPMs the elevator hangs down about 3-5 degrees. I've noticed
this on in-flight pictures of other Piets and just wonder if anyone has
figured out why? The trim system I have is great, because when you pull
the power back to 1400 RPM it starts descending at 65 MPH, and you can
fly the base and final legs in nice trim for a wheel landing.
Ben Charvet
7 hours done, 18 to go for Sun-N-Fun
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