Today's Message Index:
----------------------
1. 04:39 AM - log your test maneuvers (Douwe Blumberg)
2. 04:54 AM - Re: Re: Phase 1 ballast up to gross? (Gene & Tammy)
3. 04:56 AM - Re: log your test maneuvers (H RULE)
4. 05:50 AM - Re: log your test maneuvers (bryan green)
5. 05:53 AM - A65 to A75 engine swap (Oscar Zuniga)
6. 06:53 AM - Re: log your test maneuvers (Craig Steffen)
7. 06:53 AM - Re: log your test maneuvers (H RULE)
8. 08:03 AM - Re: log your test maneuvers (Jim Ash)
9. 10:55 AM - Purchased an Engine (Jack)
10. 01:02 PM - Re: Elevator droop in level flight (Sanders, Andrew P)
11. 01:03 PM - Re: log your test maneuvers (Jeff Boatright)
12. 01:03 PM - Re: Purchased an Engine (Ben Charvet)
13. 01:16 PM - Jack Textor new C-85 engine (Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation])
14. 02:14 PM - Re: Purchased an Engine (Bill Church)
15. 02:55 PM - Re: Purchased an Engine (JERRY GROGAN)
16. 03:07 PM - Re: log your test maneuvers (Jim Ash)
17. 03:21 PM - Re: log your test maneuvers (Rick Holland)
18. 04:22 PM - Re: A65 to A75 engine swap (Gene & Tammy)
19. 04:33 PM - Circuit breakers (skellytown flyer)
20. 04:51 PM - Re: Jack Textor new C-85 engine (Michael Perez)
21. 04:51 PM - Re: log your test maneuvers (Gene & Tammy)
22. 05:42 PM - Re: Circuit breakers (shad bell)
23. 05:45 PM - Re: Re: Purchased an Engine (shad bell)
24. 06:22 PM - Re: Circuit breakers (VAHOWDY@aol.com)
25. 06:47 PM - Re: Circuit breakers (skellytown flyer)
26. 08:28 PM - New builder already needs help (Myron Anderson)
27. 11:52 PM - Re: New builder already needs help (Chris)
Message 1
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| Subject: | log your test maneuvers |
My FAA inspector told me something which may interest those of us starting
or in the flight test phase.
He said to be sure you log every test maneuver as you do it, like "70 degree
bank", or "gross weight flown" etc because insurance companies have been
known to deny coverage if the pilot cannot "prove" from the logbook that
whatever maneuver they were in during the incident had been accomplished
before, within the test area. He said even after your test phase is done,
you can go back into the test area, do the maneuvers, log them and you're
good to go.
Seemed like valuable info.
Douwe
Message 2
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| Subject: | Re: Phase 1 ballast up to gross? |
Good report Oscar. Now, how about a report on how your replacing the A 65
with the A 75 worked out?
Thanks
Gene In rainy, windy Tennessee
----- Original Message -----
From: "taildrags" <taildrags@hotmail.com>
Sent: Wednesday, March 10, 2010 10:25 PM
Subject: Pietenpol-List: Re: Phase 1 ballast up to gross?
>
> Shad: you have hit upon at least three things that I have experienced in
> 41CC.
>
> 1. Heavy pax aboard. Yessirreee... my first flights in 41CC were dual,
> with my instructor in the front cockpit. I got used to a certain rate of
> climb and descent for T/O and approach, flying two up. The first time I
> flew it solo, it was a different airplane! Same thing when I would fly
> solo to a field and then take a pax up for a ride... embarrassment! Even
> if I would manage the stately departure, I would mis-judge the final
> approach really badly. The sink rate on final with two aboard is
> considerably different (putting it mildly) than when solo, especially if
> you fly the same airspeed on final (about 55-57) dual that you do when
> solo. Carry a bit more airspeed when you have somebody up front.
>
> 2. When I first changed out the A65 for the A75 that is now on the
> airplane, I flew the first couple of test flights with the cowling off.
> My first approach and landing almost balled the airplane up in the grass
> because it came down RIGHT NOW when I pulled the power off over the trees.
> Well, maybe I'm exaggerating but the descent rate in an uncowled Piet can
> be breathtaking (Dick Navratil with an uncowled radial on your Piet, can
> you hear me?). I can only imagine what the descent rate would be on an
> uncowled Piet, with two aboard!
>
> 3. Any Piet pilot who has not experienced "rudder bar travel limited by
> passenger gluteus maximus" has not truly lived. I have had my shoes well
> into my passenger's backside while dancing on the rudder bar, but
> fortunately have not had either shoe hang up there. Charlie, my
> instructor, has. He made a gentle sweeping arc off the side of the runway
> on rollout when his boot got hung up in the passenger's drooping backside.
> There was no graceful way to explain the situation to the pax except to
> tell it like it was, have him lift a cheek to free Charlie's boot, and
> they taxied to the ramp with the warm Texas breeze and bluebonnet smell
> mixing with Continental exhaust. Pilots, check "controls free and
> correct" while kicking rudder to the stops on runup lest you too
> experience "gluteus maximus lockup".
>
> --------
> Oscar Zuniga
> San Antonio, TX
> Air Camper NX41CC
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=289989#289989
>
>
--------------------------------------------------------------------------------
Checked by AVG - www.avg.com
19:33:00
Message 3
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| Subject: | Re: log your test maneuvers |
I-could see doing this for a new design but not for a plane that is alrea
dy proven.Even though you build it,if you have built to the plans,they have
already been proven as good and reliable.The Piet has been a proven model
for many years now,as well as her cousin the GN-1.=0A=0A=0A=0A=0A__________
______________________=0AFrom: Douwe Blumberg <douweblumberg@earthlink.net>
=0ATo: pietenpolgroup <pietenpol-list@matronics.com>=0ASent: Thu, March 11,
2010 7:32:46 AM=0ASubject: Pietenpol-List: log your test maneuvers=0A=0A--
nk.net>=0A=0AMy FAA inspector told me something which may interest those of
us starting=0Aor in the flight test phase.=0A=0AHe said to be sure you log
every test maneuver as you do it, like "70 degree=0Abank", or "gross weigh
t flown" etc because insurance companies have been=0Aknown to deny coverage
if the pilot cannot "prove" from the logbook that=0Awhatever maneuver they
were in during the incident had been accomplished=0Abefore, within the tes
t area.- He said even after your test phase is done,=0Ayou can go back in
to the test area, do the maneuvers, log them and you're=0Agood to go.=0A=0A
- - - - - - - - - - - - -Matt Dralle, List Admin.
====
Message 4
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| Subject: | Re: log your test maneuvers |
One thing I've learned dealing with FAA people, what your told depends
on who your talking to.
Bryan Green
Elgin SC
----- Original Message -----
From: H RULE
To: pietenpol-list@matronics.com
Sent: Thursday, March 11, 2010 7:53 AM
Subject: Re: Pietenpol-List: log your test maneuvers
I could see doing this for a new design but not for a plane that is
already proven.Even though you build it,if you have built to the
plans,they have already been proven as good and reliable.The Piet has
been a proven model for many years now,as well as her cousin the GN-1.
-------------------------------------------------------------------------
-----
From: Douwe Blumberg <douweblumberg@earthlink.net>
To: pietenpolgroup <pietenpol-list@matronics.com>
Sent: Thu, March 11, 2010 7:32:46 AM
Subject: Pietenpol-List: log your test maneuvers
<douweblumberg@earthlink.net>
My FAA inspector told me something which may interest those of us
starting
or in the flight test phase.
He said to be sure you log every test maneuver as you do it, like "70
degree
bank", or "gross weight flown" etc because insurance companies have
been
known to deny coverage if the pilot cannot "prove" from the logbook
that
whatever maneuver they were in during the incident had been
accomplished
before, within the test area. He said even after your test phase is
done,
you can go back into the test area, do the maneuvers, log them and
you're
good tp://www.matronics.com/Navigator?Pietenpol-List"
target=_blank>http://www.sp; --> http://= - List
Contribution Web Site -
http://www.matronics.com/contribution"
target=_blank>http://www.matronics=============
=====
Message 5
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| Subject: | A65 to A75 engine swap |
Gene; the engine swap is documented on my
website, here:
http://www.flysquirrel.net/piets/engine/A75.html
The engine runs strong and smooth, the swap
went quite well with very few hitches, and
this will be the first summer I get to fly
the A75 in the heat to see how much difference
it will make in climb capability.
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 6
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| Subject: | Re: log your test maneuvers |
On Thu, Mar 11, 2010 at 6:53 AM, H RULE <harvey.rule@rogers.com> wrote:
> Icould see doing this for a new design but not for a plane that is already
> proven.Even though you build it,if you have built to the plans,they have
> already been proven as good and reliable.The Piet has been a proven model
> for many years now,as well as her cousin the GN-1.
But that's not the way the FAA looks at it. As far as the legalities
are concerned, each aircraft is unique (that's why the builder is
listed as the "manufacturer of record" in the paperwork).
I mean--that's the point of flight testing anyway, right? To document
what works, what doesn't, and how the airplane responded to certain
control inputs and weight/balance/power/flying conditions. It would
just make sense to log that information so that you'd be able to refer
to it later in the life of the aircraft.
Message 7
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| Subject: | Re: log your test maneuvers |
Geeeze do-ya-have that right.I found that out when I went to register m
y GN-1 Aircamper.I wanted to register it as an ultralight.You can do that u
p in Canada.1200 lbs is a basic ultralight.Mine came in at 1128lbs.Well und
er the max with a stall speed of 35mph.Ultralights up here have to be 45 an
d under.The plane was just about finished.It only needed one more inspectio
n going the route of the homebuilt but I didn't want to go that way.Too exp
encive.One guy-told me I would have to completely dismantle the plane and
rebuild it again and another guy said just send us in a picture of your I.
D. plate either by email or hard copy.Quite a bit different eh.I never ever
want to see the first guy again,ever,in my life.Some people are on power t
rips or they hold some sort of a grudge.What ever their problem,please keep
to the rules and regs according to what's written down.-=0A=0A=0A=0A=0A_
_______________________________=0AFrom: bryan green <lgreen1@sc.rr.com>=0AT
o: pietenpol-list@matronics.com=0ASent: Thu, March 11, 2010 8:43:54 AM=0ASu
bject: Re: Pietenpol-List: log your test maneuvers=0A=0A=0AOne thing I've l
earned-dealing with FAA people, what your told depends on who your talkin
g to.=0ABryan Green=0AElgin SC=0A----- Original Message ----- =0A>From: H R
ULE =0A>To: pietenpol-list@matronics.com =0A>Sent: Thursday, March 11, 2010
7:53 AM=0A>Subject: Re: Pietenpol-List: log your test maneuvers=0A>=0A>=0A
>I-could see doing this for a new design but not for a plane that is alre
ady proven.Even though you build it,if you have built to the plans,they hav
e already been proven as good and reliable.The Piet has been a proven model
for many years now,as well as her cousin the GN-1.=0A>=0A>=0A>=0A>=0A_____
___________________________=0AFrom: Douwe Blumberg <douweblumberg@earthlink
.net>=0A>To: pietenpolgroup <pietenpol-list@matronics.com>=0A>Sent: Thu, Ma
rch 11, 2010 7:32:46 AM=0A>Subject: Pietenpol-List: log your test maneuvers
rg@earthlink.net>=0A>=0A>My FAA inspector told me something which may inter
est those of us starting=0A>or in the flight test phase.=0A>=0A>He said to
be sure you log every test maneuver as you do it, like "70 degree=0A>bank",
or "gross weight flown" etc because insurance companies have been=0A>known
to deny coverage if the pilot cannot "prove" from the logbook that=0A>what
ever maneuver they were in during the incident had been accomplished=0A>bef
ore, within the test area.- He said even after your test phase is done,
=0A>you can go back into the test area, do the maneuvers, log them and you'
re=0A>good tp://www.matronics.com/Navigator?Pietenpol-List" target=_blank
>http://www.sp; --> http://=- - - - - - - List Contribution W
eb Site -- - - - - - - - - - -http://www.matronics.co
m/contribution" target=_blank>http://www.matronics=======
=============0A>=0A>=0A>=0A> >href="http://forums
.matronics.com">http://forums.matronics.com=0A>href="http://www.matronics
.com/contribution">http://www.matronics.com/c=0A>=0A>=0A>=0A>href="http:/
/www.matronics.com/Navigator?Pietenpol-List">http://www.matronics.com/Navig
Message 8
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| Subject: | Re: log your test maneuvers |
Insurance is a fickle business, and they're making most of the rules. I could see
the argument going something like: You are the manufacturer; what if (the legal
equivalent of cha-ching) your particular plane for some reason has different
flying characteristics (such as (in recent discussion), your fuselage is longer,
your cabanes are longer, placed differently, or are of a different material,
your angle of attack is different; how creative can you get when it's gonna
cost you if you don't?).
Years back after a training flight, a flight instructor was signing my log book
for the activities of the day. It was a standard ASA book, with a pre-printed
column right next to the fold for take-offs. He recommended I diagonally split
the column and modify it to say take-offs and landings, and log both individually.
Sounds ridiculously stupid, right? He'd just heard of a case in which the
plaintiff's counsel argued that the defendent couldn't prove the currency of
his landings, only the take-offs, and the case was found for the plaintiff.
Let us not confuse justice with the law.
I think Douwe was given some very savvy advice by somebody who's been around the
block long enough to have seen a few lawyer games when it comes to airplanes.
Besides, it's not like it's going to cost you a whole lot of time or money,
just some regimented planning, which should probably be in your 25+ hours of test
flights anyhow.
Jim Ash
-----Original Message-----
From: H RULE
Sent: Mar 11, 2010 9:15 AM
Subject: Re: Pietenpol-List: log your test maneuvers
Geeeze do ya have that right.I found that out when I went to register my GN-1 Aircamper.I
wanted to register it as an ultralight.You can do that up in Canada.1200
lbs is a basic ultralight.Mine came in at 1128lbs.Well under the max with
a stall speed of 35mph.Ultralights up here have to be 45 and under.The plane
was just about finished.It only needed one more inspection going the route of
the homebuilt but I didn't want to go that way.Too expencive.One guy told me
I would have to completely dismantle the plane and rebuild it again and another
guy said just send us in a picture of your I.D. plate either by email or hard
copy.Quite a bit different eh.I never ever want to see the first guy again,ever,in
my life.Some people are on power trips or they hold some sort of a grudge.What
ever their problem,please keep to the rules and regs according to what's
written down.
From: bryan green <lgreen1@sc.rr.com>
Sent: Thu, March 11, 2010 8:43:54 AM
Subject: Re: Pietenpol-List: log your test maneuvers
One thing I've learned dealing with FAA people, what your told depends on who your
talking to.
Bryan Green
Elgin SC
----- Original Message -----
From: H RULE
Sent: Thursday, March 11, 2010 7:53 AM
Subject: Re: Pietenpol-List: log your test maneuvers
I could see doing this for a new design but not for a plane that is already proven.Even
though you build it,if you have built to the plans,they have already
been proven as good and reliable.The Piet has been a proven model for many years
now,as well as her cousin the GN-1.
From: Douwe Blumberg <douweblumberg@earthlink.net>
Sent: Thu, March 11, 2010 7:32:46 AM
Subject: Pietenpol-List: log your test maneuvers
My FAA inspector told me something which may interest those of us starting
or in the flight test phase.
He said to be sure you log every test maneuver as you do it, like "70 degree
bank", or "gross weight flown" etc because insurance companies have been
known to deny coverage if the pilot cannot "prove" from the logbook that
whatever maneuver they were in during the incident had been accomplished
before, within the test area. He said even after your test phase is done,
you can go back into the test area, do the maneuvers, log them and you're
good tp://www.matronics.com/Navigator?Pietenpol-List" target=_blank>http://www.sp; --> http://= - List Contribution Web Site - http://www.matronics.com/contribution" target=_blank>http://www.matronics==================
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
http://www.matronics.c=================
Message 9
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| Subject: | Purchased an Engine |
It's official, I have a C-85-12 being built. It has 300 hours on the
cylinders, flanged crank (standard) Newer Bendix mags, rebuilt carb and
starter. Man, it's exciting and means I will complete the project! Thanks
for sharing my moment.
Jack
DSM
Do not archive
Message 10
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| Subject: | RE: Elevator droop in level flight |
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Pietenpol-List Digest Server
Sent: Wednesday, March 10, 2010 11:59 PM
Subject: Pietenpol-List Digest: 21 Msgs - 03/10/10
*
=================================================
Online Versions of Today's List Digest Archive
=================================================
Today's complete Pietenpol-List Digest can also be found in either of the
two Web Links listed below. The .html file includes the Digest formatted
in HTML for viewing with a web browser and features Hyperlinked Indexes
and Message Navigation. The .txt file includes the plain ASCII version
of the Pietenpol-List Digest and can be viewed with a generic text editor
such as Notepad or with a web browser.
HTML Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 10-03-10&Archive=Pietenpol
Text Version:
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===============================================
EMail Version of Today's List Digest Archive
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----------------------------------------------------------
Pietenpol-List Digest Archive
Most "Large" aircraft are designed with the tail lifting upward. That's to avoid
the loss in payload caused by the wing needing to overcome the downward force
of the tail.
The reason for the down lifting tail is because if you take a look at a wing alone,
it's center of lift is behind it's center of pressure. That causes it to
want to rotate nose down when it generates lift. This can also be overcome by
carefully controlling the placement of the CG, but it is much more difficult
in a small aircraft then it is in a large one.
The REAL requirement for positive static stability, regardless of if the tail lifts
up or down, is that the lift slope curve of the tail is higher than the wing.
That's what contributes to the "self righting" nature of the system. If
the lift of the wing goes up and the airplane rotates nose up, the lift at the
tail needs to increase at a higher rate to bring the nose down without pilot
input.
Andrew
'68 Cardinal 180hp/CS
787 ALBC&R Senior Project Manager
Message 11
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| Subject: | Re: log your test maneuvers |
What's insurance?
Message 12
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| Subject: | Re: Purchased an Engine |
Also means you can have electric start...I'm jealous
Ben
On 3/11/2010 1:33 PM, Jack wrote:
>
> It's official, I have a C-85-12 being built. It has 300 hours on the
> cylinders, flanged crank (standard) Newer Bendix mags, rebuilt carb
> and starter. Man, it's exciting and means I will complete the
> project! Thanks for sharing my moment.
>
> Jack
>
> DSM
>
> Do not archive
>
> *
>
>
> *
Message 13
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| Subject: | Jack Textor new C-85 engine |
EXCELLENT news Jack--- thrilled for you !!!!!!!
If you need a test pilot just call:)
Mike C.
Message 14
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| Subject: | Re: Purchased an Engine |
Exciting, isn't it, Jack?
I have almost the exact same engine sitting in my garage. I got mine about four
months ago. Mine is a C-75-12, with a tapered shaft. From what I've been able
to gather, the C-75 is physically the same engine as the C-85, the only difference
is the operating RPM (2275 for the C-75 vs 2575 for the C-85). The A-75,
however, IS a different animal than the C-75.
Anyway, I'd have to say you made a good choice. But then, I'm a little biased.
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=290050#290050
Message 15
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| Subject: | Re: Purchased an Engine |
Thats great Jack cant wait to see it done.
Jerry
Des Moines
Do not archive
----- Original Message -----
From: Jack
To: pietenpol-list@matronics.com
Sent: Thursday, March 11, 2010 12:33 PM
Subject: Pietenpol-List: Purchased an Engine
It's official, I have a C-85-12 being built. It has 300 hours on the
cylinders, flanged crank (standard) Newer Bendix mags, rebuilt carb and
starter. Man, it's exciting and means I will complete the project!
Thanks for sharing my moment.
Jack
DSM
Do not archive
Message 16
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| Subject: | Re: log your test maneuvers |
You're my hero.
Jim
-----Original Message-----
>From: Jeff Boatright <jboatri@emory.edu>
>Sent: Mar 11, 2010 1:14 PM
>To: pietenpol-list@matronics.com
>Subject: Re: Pietenpol-List: log your test maneuvers
>
>
>What's insurance?
>
>
Message 17
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| Subject: | Re: log your test maneuvers |
Right on
On Thu, Mar 11, 2010 at 1:14 PM, Jeff Boatright <jboatri@emory.edu> wrote:
>
> What's insurance?
>
>
--
Rick Holland
Castle Rock, Colorado
"Logic is a wreath of pretty flowers, that smell bad"
Message 18
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| Subject: | Re: A65 to A75 engine swap |
Oscar, very informative and interesting. Beautiful engine and beautiful
prop. Looking forward to reading what you have to say after you've flown it
more and in the heat.
Thank you
Gene
----- Original Message -----
From: "Oscar Zuniga" <taildrags@hotmail.com>
Sent: Thursday, March 11, 2010 7:51 AM
Subject: Pietenpol-List: A65 to A75 engine swap
>
>
> Gene; the engine swap is documented on my
> website, here:
>
> http://www.flysquirrel.net/piets/engine/A75.html
>
> The engine runs strong and smooth, the swap
> went quite well with very few hitches, and
> this will be the first summer I get to fly
> the A75 in the heat to see how much difference
> it will make in climb capability.
>
> Oscar Zuniga
> Air Camper NX41CC
> San Antonio, TX
> mailto: taildrags@hotmail.com
> website at http://www.flysquirrel.net
>
>
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| Subject: | Circuit breakers |
if any of you have installed circuit breakers to your coils on Corvair conversions
I'd like to hear what you used.I have the coil switcher with 2 coils and 2
ignition switches.but I'm thinking at a minimum I will install individual panel
mounted fuses that can be easily changed from the seat.no doubt should get
breakers but then I am still a tightwad and with the dual coils if one shorts
it probably wouldn't stay reset anyway.what's the opinions? and what kind of amp
rating? Raymond
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=290065#290065
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| Subject: | Re: Jack Textor new C-85 engine |
Hey! I need a test pilot-Mr. Cuy!
Do not archive
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| Subject: | Re: log your test maneuvers |
That's what you hope the other guy has when he taxis into ya.
Gene
----- Original Message -----
From: "Jeff Boatright" <jboatri@emory.edu>
Sent: Thursday, March 11, 2010 12:14 PM
Subject: Re: Pietenpol-List: log your test maneuvers
>
> What's insurance?
>
>
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| Subject: | Re: Circuit breakers |
We didn't use any cb's in our piet. We have the dual coil switcher, MSD i think.
I'm not positive, but I believe your engine would start to run rough gradually
as a coil started to fail, if it quit you always have the other coil, only
one coil is hot the other is strictly for a backup.
Shad
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| Subject: | Re: Purchased an Engine |
I think the only physical difference between the a-65 nad a-75 was the addition
of a oil passage drilled in the rods (at the bearing caps) for better lubrication,
I also believe that a 65 can be modified to a 75. I looked a buying a luscomb
a few years back, and was studying up on it.
Shad
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| Subject: | Re: Circuit breakers |
Fuses and circuit breakers are used to protect the wire not the device.
If the wire was to short the current needs to be interrupted so the
insulation does not burn. If you are using #14 wire 15 amp would be the max.
I
don't have it listed in my book but I think #16 wire would be 10 amp. You
could use two breakers If you wanted separate systems. As far as current
drain on the coils you could check it with a meter. My guess is that a coil
would draw less than one ampere.
Howdy
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| Subject: | Re: Circuit breakers |
Yes my switcher is also MSD I believe. DJ had it rigged up when I bought the project.
I'm going over things and trying to clean up loose connections,un-finished
parts and such. mainly want protection to prevent a fire.all of it is right
in there with the fuel tank so figure even gliding like a brick is better than
a flaming arrow.I'm thinking that a 10 amp breaker of fuse would be preferable
to letting a shorted wire burn in two in there. and I do need to verify the
wiring gage for sure.Raymond
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=290073#290073
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| Subject: | New builder already needs help |
After years of lurking about the matronics site, going to Oshkosh and
dreaming about building an airplane I have taken the plunge. My plans
arrived today and I am now officially building a piet.
While planning my first order to Aircraft Spruce and pouring over the
plans
and some builders web sites I have a question about spar size. I have
seen
several mentions of the spar width of =BE inches and the plans show spar
width
of 1 inch with some sections routed for weight savings. I was going to
order section of spar to aid in rib jig construction and to test fit the
ribs onto to check for consistency of my build. I figured I would use
the
section of spar later for the center section if I decided to go with the
three piece wing. What width spar are you using?
Myron Anderson
Plans in hand and preparing to make ribs.
Message 27
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| Subject: | New builder already needs help |
3/4 inch spars for me. I think they were cheaper at the time. Wish I
would
have gone with 1 inch as my ribs were built for 1 inch spars.
Chris
Sacramento,Ca
Westcoastpiet.com
do not archive
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Myron
Anderson
Sent: Thursday, March 11, 2010 8:25 PM
Subject: Pietenpol-List: New builder already needs help
After years of lurking about the matronics site, going to Oshkosh and
dreaming about building an airplane I have taken the plunge. My plans
arrived today and I am now officially building a piet.
While planning my first order to Aircraft Spruce and pouring over the
plans
and some builders web sites I have a question about spar size. I have
seen
several mentions of the spar width of =BE inches and the plans show spar
width
of 1 inch with some sections routed for weight savings. I was going to
order section of spar to aid in rib jig construction and to test fit the
ribs onto to check for consistency of my build. I figured I would use
the
section of spar later for the center section if I decided to go with the
three piece wing. What width spar are you using?
Myron Anderson
Plans in hand and preparing to make ribs.
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