Today's Message Index:
----------------------
1. 06:51 AM - plug wire test ? (Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation])
2. 07:02 AM - FAA inspections (Oscar Zuniga)
3. 07:29 AM - Re: plug wire test ? (899PM)
4. 07:54 AM - newbie questions (Douwe Blumberg)
5. 08:09 AM - Re: plug wire test ? (Don Emch)
6. 08:19 AM - Re: plug wire test ? (Steve Ruse)
7. 08:23 AM - Re: plug wire test ? (Jeff Boatright)
8. 08:43 AM - Re: plug wire test ? (Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation])
9. 09:16 AM - Re: plug wire test ? (taildrags)
10. 09:26 AM - Re: Tough choices (Bill Church)
11. 10:47 AM - trailering the Piet (Oscar Zuniga)
12. 02:41 PM - Re: newbie questions (Kringle)
13. 02:49 PM - Re: FAA inspections (Kringle)
14. 05:15 PM - Re: newbie questions (echobravo4)
15. 05:35 PM - A65s are bulletproof! (Dan Yocum)
16. 05:39 PM - Final inspection scheduled (helspersew@aol.com)
17. 05:48 PM - Re: Final inspection scheduled (Tim Willis)
18. 06:39 PM - Re: A65s are bulletproof! (Steve Ruse)
19. 06:42 PM - Re: Final inspection scheduled (Ben Charvet)
20. 06:55 PM - Re: A65s are bulletproof! (Ben Charvet)
21. 07:35 PM - Re: Re: plug wire test ? (shad bell)
22. 07:41 PM - Re: plug wire test ? (shad bell)
23. 08:12 PM - Re: A65s are bulletproof! (Ryan Mueller)
24. 08:35 PM - Re: A65s are bulletproof! (John Recine)
Message 1
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| Subject: | plug wire test ? |
Any way to test copper stranded core spark plug wires for the simple A-65 w
ith unshielded (Eisman) mags ?
After testing all the plugs (all good) in a pressurized spark tester, insur
ing timing was correct, and cleaning
and gapping both points I'm still getting a 125 rpm L mag drop. Mag cap
is not cracked, all in order inside mag.
If it was the condenser I'd be seeing point burning which I'm not.
Thinking of just going to Autozone to get a generic automotive set and re-s
oldering the mag and plug end terminals
on the bottom (L) four wires.
Mike C.
Message 2
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There are no inspections or permissions required from the FAA
to begin building or continue building your experimental
homebuilt airplane. There used to be a requirement for
"pre-cover" and other progress inspections, but the only
thing now required is a final inspection by an FAA inspector
or an FAA "Designated Airworthiness Representative" (DAR).
However, as others have pointed out, it is very useful and
strongly recommended that you have an EAA Technical Counselor
or other experienced builder look over your project from
time to time and certainly at key points in the construction.
They aren't there to criticize your work... they are there
to help with tips, ideas, and suggestions... and to pull
your bacon out of the fire in case they see something that
might compromise airworthiness.
There is a requirement that you document your construction
progress. Keep a log, take photos, keep receipts and notes-
because you need to be able to demonstrate that the airplane
was at least 51% amateur-built as the FAA defines that. Not
that it was 51% built by the same amateur (you); it can be
sold or passed on from builder to builder until completed or
it can be built by siblings, friends, or as a group project-
just not "for pay" nor using large subassemblies from
commercial airplanes.
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 3
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| Subject: | Re: plug wire test ? |
Mike,
If you find a set with copper wire, let us know the PN#. Thanx.
--------
PAPA MIKE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301292#301292
Message 4
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| Subject: | newbie questions |
John and all newcomers,
As I see it, and I'm sure many will concur, if the main purpose of this list
isn't to share information and encouragement with the goal of helping
everybody stick it through to the end and produce a safe and airworthy
flying machine, then this is just another social "chat room".
Ask away, we've all asked them before, and yes... sometimes you hear them a
lot (latex paint, wider fuselages, glass panels and various flotation
devices) but there's enough of us out there that somebody usually will pick
up the ball and shoot an answer. Though it always is good to ck the
archives first.
Just start at the beginning, start building and don't over think this thing
and one day you'll be done (oh, and acquire a copy of "The Great Waldo
Pepper") so you'll understand all these odd quotes we tack onto our
postings). I was there about six months ago, but now I'm building again,
but that's a different story!
One of the nice things about the Piet fraternity is that a hierarchy hasn't
seemed to evolve. Doesn't seem to matter how much you spend, or how many
coats of dope you used, or how much chrome you put on your new engine, a
Piet is a Piet and they seem to be enjoyed and appreciated by all.
Douwe
Do not archive
Message 5
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| Subject: | Re: plug wire test ? |
Hey Mike,
I think your buddy Don Helmick might have a set of unshielded plug wires. Also,
if you'd like I have a spare Bendix lunchbox mag freshly overhauled, that you'd
be welcome to use until you get straightened out. It has an unshielded harness.
Don Emch
NX899DE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301300#301300
Message 6
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| Subject: | Re: plug wire test ? |
Mike,
You'll need a helper to perform this test. First, remove each lead
from the spark plugs and remove one spark plug from each cylinder to
make sure the engine won't fire. Removing the plugs from each
cylinder also lets you spin the prop faster for a stronger spark, and
higher RPMs more accurately depict how the mags are working when the
engine is running. Brief your helper on hand propping if they are
unfamiliar (safety first). Then, with your helper standing well
behind the prop, spin the prop as fast as possible while your helper
holds the spark plug lead to his tongue. If he falls on the ground
and wets himself, that mag is good. If he stumbles and winces but
doesn't fall, you have a weak mag. Perform this test for all eight
wires, and write down your results, so far I haven't been able to find
a helper who can remember anything worth a darn.
Hope this helps.
Steve
do not archive
Quoting "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]"
<michael.d.cuy@nasa.gov>:
> Any way to test copper stranded core spark plug wires for the simple
> A-65 with unshielded (Eisman) mags ?
>
>
> After testing all the plugs (all good) in a pressurized spark
> tester, insuring timing was correct, and cleaning
> and gapping both points I'm still getting a 125 rpm L mag drop.
> Mag cap is not cracked, all in order inside mag.
>
> If it was the condenser I'd be seeing point burning which I'm not.
>
> Thinking of just going to Autozone to get a generic automotive set
> and re-soldering the mag and plug end terminals
> on the bottom (L) four wires.
>
> Mike C.
Message 7
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| Subject: | Re: plug wire test ? |
Mike,
Did you switch the various components (cap, wires, plugs) from bad
side (left) to good side (right), one at a time? This may help with
the diagnostics if switching one component reverses the good side
versus bad side.
Jeff
>Any way to test copper stranded core spark plug wires for the simple
>A-65 with unshielded (Eisman) mags ?
>
>
>After testing all the plugs (all good) in a pressurized spark
>tester, insuring timing was correct, and cleaning
>and gapping both points I'm still getting a 125 rpm L mag drop.
>Mag cap is not cracked, all in order inside mag.
>
>If it was the condenser I'd be seeing point burning which I'm not.
>
>Thinking of just going to Autozone to get a generic automotive set
>and re-soldering the mag and plug end terminals
>on the bottom (L) four wires.
>
>Mike C.
>
>
--
Jeff Boatright
"Now let's think about this..."
Message 8
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| Subject: | plug wire test ? |
All good suggestions-thank you guys. I'll look for that unsuspecting help
er Steve. We have a few winners out at the airport who would fit the bill
nicely and
it might stop them from coming by and telling me unsolicited stories that n
ever seem to end.
Last year I found a fatigued solder joint/wire to plug clip connection prio
r to Oshkosh and simply resoldered it to a freshly cut strand of copper cor
e wire.
I'm thinking of making up one new L mag wire and rotating that among the bo
ttom plugs to see if I can find/eliminate the offending wire.
Good suggestion on swapping mag caps though both appear sound. Never know
.
Yes Don, Don Helmick said I could bring my wires down and he'd test them.
He let me use his pressurized spark plug tester last week. Thanks for t
he offer
of the spare mag. Right now I've got your right hand man and mine comin
g out Weds. night to troubleshoot w/ me--- Bill Klosz. He loves telling
the story
about how many times they tore down your engine to find that plugged oil ga
lley !
Like Bill says they can do any job and the impossible jobs just take a litt
le longer. His other saying is "good enough for who it's for".
Mike C.
Message 9
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| Subject: | Re: plug wire test ? |
Mikee: if you want to convert to automotive plugs, Great Plains offers shielded
plug adapters for use with standard mag harnesses, here:
http://www.greatplainsas.com/scspkplug.html
I'll ping my magneto guru on your RPM drop problem and see what I come up with.
Back in a flash.
--------
Oscar Zuniga
San Antonio, TX
Air Camper NX41CC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301306#301306
Message 10
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| Subject: | Re: Tough choices |
Wood requirements for cut-to-size sticks are fairly straightforward, and the lists
referred to by Ryan are pretty accurate.
Working with rough-sawn lumber is not so clear-cut (no pun intended), because the
sizes are not standardized (hence the name). I bought my Sitka as 8/4 planks,
and actual sizes varied from 2" to 2 1/4" thickness, and widths from 5" to
7". By making minimal passes through the thickness planer, on one board I was
left with 2 1/8" finished, which yielded two 1" thicknesses. If you're buying
1" rough boards, you will likely only be left with 3/4" or maybe 7/8" after planing
- which will not be thick enough to yield the 1" x 1" longerons.
As a reference, so far I've bought two 20-foot 2" x 6ish" planks, and two of Aircraft
Spruce's "bargain bags of spruce", which should be enough to build the
structure (minus spars) once .
Bill C.
no tag line for me
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301308#301308
Message 11
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| Subject: | trailering the Piet |
I have trailered 41CC three times now, and can tell you
that while it can be done, it is not something you want
to do routinely. With help from one or two other guys,it
will take you several hours to take off the wings and
probably half again as long to put them back on due to
the rerigging and inspections needed when you put them
back on. I wouldn't plan on doing it unless it was
necessary. Couple of pix of 41CC on trailers are here:
http://www.flysquirrel.net/piets/incident/PC310003.JPG
http://www.flysquirrel.net/piets/repairs/P7090010.JPG
In the first pic, the airplane is loaded onto a conventional
16 ft. trailer and you can see that the tips of the HS are
no wider than the fenders of the trailer, and in fact are
about the width of the bed of the trailer. In the second pic,
I have the airplane loaded on a hay hauling flatbed that our
EAA chapter owns and it's pretty much the same situation
except this setup puts the tail surfaces much higher off
the road and away from things that might hit the tail. I
hauled the airplane about 180 miles with this setup and while
it did ride nicely and get LOTS of stares, it worried me
every time I would pass an 18 wheeler in either direction,
coming or going, due to the buffetting. And I didn't
even have to transport the wings, which would require wing
cradles, padding, and straps.
To you guys who are just beginning, you need to realize that
there have been hundreds of these airplanes built over the
span of three quarters of a century! They are sturdy, simple,
reliable machines and you don't need to be too worried or
baffled about building one... simple, basic skills and
plenty of patience are all that is needed. When it comes to
flying these airplanes, there is a motto that describes it
very well: "The Piet is slow, but the sky is patient".
I don't remember who said that, but it fits perfectly ;o)
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 12
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| Subject: | Re: newbie questions |
Thanks, I am making plans now to go Brodhead.
--------
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301333#301333
Message 13
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| Subject: | Re: FAA inspections |
Thanks Oscar,
I plan on joining my local EEA chapter. First meeting for me should be Thursday.
--------
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301334#301334
Message 14
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| Subject: | Re: newbie questions |
I've just started too John- there really is alot of great info on the list.
Since i have actually started building i'm realizing that everybody is right
about not overthinking it "Just start!"
i will be getting to Oshkosh for Airventure the 22nd so i plan on heading
down to Brodhead Sat. for my first visit!
do not archive
--------
Earl Brown
I may not have gone where I intended to go, but I think I have ended up where I
intended to be.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301340#301340
Message 15
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| Subject: | A65s are bulletproof! |
Well, I had the condition inspection done on N8031 today. There is a
short list of squawks but the biggun' was that cylinder #4 had a
compression of about 20lbs and you could just hear the air rushing out
the exhaust valve. It made me kind of sick to hear it, knowing that
was the sound of money slipping around the valve and out into the
aether.
Looking at the amount of carbon encrusting the piston head this
sucker's been in a bad way for quite some time. Which, strangely,
heartened me. If this thing can keep running in this state for this
long, then these little engines are just about indestructible.
Both compression rings were broken and both valves refused to seat.
There was some scoring and pitting on the valve stems.
Well, it's gonna cost a small fortune, but N8031 should climb like a
homesick angel when all is said and done.
Dan
--
yocum@gmail.com
Message 16
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| Subject: | Final inspection scheduled |
Hello everybody,
The final inspection for NX929DH is scheduled for Monday, 6/21/10. I have
hired a local DAR that I know from EAA Chapter 241 (Dekalb, IL.) of which
I am a member. I have submitted (scanned and emailed) all the necessary
paperwork to him, and it is tentatively approved. So now I just have a fe
w details left to attend to over this coming weekend. I need to mark my th
rottle (open, closed), mark my elevator trim mechanism, paint some letteri
ng on my fuel filler cap (type of fuel, minimum octane), and install my ai
rcraft data plate. This completes the end of the construction phase. I can
't hardly believe it myself. I keep searching my brain for the next detail
to attend to, and I keep coming up empty. It is a great feeling.
Dan Helsper
Poplar Grove, IL.
Message 17
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| Subject: | Re: Final inspection scheduled |
Dan,
That is great news.
However, don't get creative with the "minimum octane" placard on the Model A.
Supposedly they run on less than gasoline.
Tim in central TX
do not archive
-----Original Message-----
From: helspersew@aol.com
Sent: Jun 15, 2010 7:24 PM
Subject: Pietenpol-List: Final inspection scheduled
Hello everybody,
The final inspection for NX929DH is scheduled for Monday, 6/21/10. I have hired
a local DAR that I know from EAA Chapter 241 (Dekalb, IL.) of which I am a member.
I have submitted (scanned and emailed) all the necessary paperwork to him,
and it is tentatively approved. So now I just have a few details left to attend
to over this coming weekend. I need to mark my throttle (open, closed),
mark my elevator trim mechanism, paint some lettering on my fuel filler cap (type
of fuel, minimum octane), and install my aircraft data plate. This completes
the end of the construction phase. I can't hardly believe it myself. I keep
searching my brain for the next detail to attend to, and I keep coming up empty.
It is a great feeling.
Dan Helsper
Poplar Grove, IL.
Message 18
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| Subject: | Re: A65s are bulletproof! |
Dan,
Gibson aviation in El Reno, OK overhauled two cylinders for me last year.
Cost was about $800 for the pair. Not bad, and they looked lik
e new when I got them back. They usually have ads in TAP, or Google
will get you their number.
These small Continentals are indestructible...mine was last overhauled in
'67, 10 years before I was born, and I've added 400hrs to it in the last
six years Last year, it carried me to OshKosh and back with no compl
aints. Actually, those two cylinders are all I've actually done to th
e engine, and that was just a pushrod tube seal replacement where I went ov
erboard with "while I'm in there" syndrome.
Steve Ruse
Norman, OK
-- Sent from my Palm Pre
On Jun 15, 2010 7:41 PM, Dan Yocum <yocum137@gmail.com> wrote:
--> Pietenpol-List message posted by: Dan Yocum <yocum137@gmail.com&g
t;
Well, I had the condition inspection done on N8031 today. There is a
short list of squawks but the biggun' was that cylinder #4 had a
compression of about 20lbs and you could just hear the air rushing out
the exhaust valve. It made me kind of sick to hear it, knowing that
was the sound of money slipping around the valve and out into the
aether.
Looking at the amount of carbon encrusting the piston head this
sucker's been in a bad way for quite some time. Which, strangely,
heartened me. If this thing can keep running in this state for this
long, then these little engines are just about indestructible.
Both compression rings were broken and both valves refused to seat.
There was some scoring and pitting on the valve stems.
Well, it's gonna cost a small fortune, but N8031 should climb like a
homesick angel when all is said and done.
Dan
--
yocum@gmail.com
Message 19
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| Subject: | Re: Final inspection scheduled |
It is indeed a great feeling to get all the paperwork done, but just
wait till you fly it the first time!
Ben Charvet
first flight 2/19/2010
On 6/15/2010 8:24 PM, helspersew@aol.com wrote:
> Hello everybody,
> The final inspection for NX929DH is scheduled for Monday, 6/21/10. I
> have hired a local DAR that I know from EAA Chapter 241 (Dekalb, IL.)
> of which I am a member. I have submitted (scanned and emailed) all
> the necessary paperwork to him, and it is tentatively approved. So now
> I just have a few details left to attend to over this coming weekend.
> I need to mark my throttle (open, closed), mark my elevator trim
> mechanism, paint some lettering on my fuel filler cap (type of fuel,
> minimum octane), and install my aircraft data plate. This completes
> the end of the construction phase. I can't hardly believe it myself. I
> keep searching my brain for the next detail to attend to, and I keep
> coming up empty. It is a great feeling.
> Dan Helsper
> Poplar Grove, IL.
>
>
> *
>
>
> *
Message 20
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| Subject: | Re: A65s are bulletproof! |
I agree with you totally. I was all ready for my FAA airworthiness
inspection last Dec, and did a compression check before I signed off the
engine logbook. Had one cylinder with 30 PSI and it was leaking around
the rings. Pulled the cylinder and the rings and piston were totally
worn out, but better yet you could wobble the small end of the
connecting rod about 3/16 inch fore and aft. It had over 0.025
clearance, yet I still had 35 PSI oil pressure and it would still pull
2300 rpm static. I considered the bad compression to be a blessing in
disguise. I could actually feel that I had a soft cylinder when pulling
the engine through to prime it. Did you notice that too?
Ben Charvet
MIms, Fl
On 6/15/2010 8:25 PM, Dan Yocum wrote:
>
> Well, I had the condition inspection done on N8031 today. There is a
> short list of squawks but the biggun' was that cylinder #4 had a
> compression of about 20lbs and you could just hear the air rushing out
> the exhaust valve. It made me kind of sick to hear it, knowing that
> was the sound of money slipping around the valve and out into the aether.
>
> Looking at the amount of carbon encrusting the piston head this
> sucker's been in a bad way for quite some time. Which, strangely,
> heartened me. If this thing can keep running in this state for this
> long, then these little engines are just about indestructible.
>
> Both compression rings were broken and both valves refused to seat.
> There was some scoring and pitting on the valve stems.
>
> Well, it's gonna cost a small fortune, but N8031 should climb like a
> homesick angel when all is said and done.
>
> Dan
>
Message 21
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| Subject: | Re: plug wire test ? |
Mike!! for God's sake don't air your dirty laundry on this site!, Next thing you
know some kook that has a corvair or suburu, or even a ford on his airplane
will be saying, "man those continentals are unpredictible, and all they have
is mag problems". Just yanking your chain, It is something simple, as most little
engine issues are. Hope you get her figured out before saturday, I have
this mosquito problem you might be able to help me with, wink, wink.
Shad
Message 22
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| Subject: | Re: plug wire test ? |
Mike, I just had an idea, try taking your leads off the suspected plugs one at
a time and do a mag test on the left mag, if the wire is real bad you might not
get more than your 125 rpm drop with the bad wire disconnected from the plug.
When you disconnect the good wires she might just flat out quit, (only 2 cyls
will be firing). You might need to zip tie etc the plug wire away from the
engine a bit though. If none of this helps I know a corvair guy.
Shad
Message 23
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| Subject: | Re: A65s are bulletproof! |
Dan,
I don't know what you are looking at for a timeline in getting it put
back together, but if you are trying for Brodhead you may want to call
up Poplar Grove Airmotive and see what they have in stock for cylinders.
If you weren't overly concerned with getting that exact same cylinder
back they may have an exchange cylinder done and sitting on the shelf
waiting to go.
Sorry to hear the bad news. I hope the repairs go smoothly,
Ryan
On Jun 15, 2010, at 8:33 PM, "Steve Ruse" <steve@wotelectronics.com>
wrote:
> Dan,
>
> Gibson aviation in El Reno, OK overhauled two cylinders for me last
year. Cost was about $800 for the pair. Not bad, and they looked like
new when I got them back. They usually have ads in TAP, or Google will
get you their number.
>
> These small Continentals are indestructible...mine was last overhauled
in '67, 10 years before I was born, and I've added 400hrs to it in the
last six years Last year, it carried me to OshKosh and back with no
complaints. Actually, those two cylinders are all I've actually done to
the engine, and that was just a pushrod tube seal replacement where I
went overboard with "while I'm in there" syndrome.
>
> Steve Ruse
> Norman, OK
>
>
>
> -- Sent from my Palm Pre
>
> On Jun 15, 2010 7:41 PM, Dan Yocum <yocum137@gmail.com> wrote:
>
>
> Well, I had the condition inspection done on N8031 today. There is a
> short list of squawks but the biggun' was that cylinder #4 had a
> compression of about 20lbs and you could just hear the air rushing out
> the exhaust valve. It made me kind of sick to hear it, knowing that
> was the sound of money slipping around the valve and out into the
> aether.
>
> Looking at the amount of carbon encrusting the piston head this
> sucker's been in a bad way for quite some time. Which, strangely,
> heartened me. If this thing can keep running in this state for this
> long, then these little engines are just about indestructible.
>
> Both compression rings were broken and both valves refused to seat.
> There was some scoring and pitting on the valve stems.
>
> Well, it's gonna cost a small fortune, but N8031 should climb like a
> homesick angel when all is said and done.
>
> Dan
>
> --
> yocum@gmail.com
> ============ ============
============ ============
>
>
>
>
>
>
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| Subject: | Re: A65s are bulletproof! |
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