Today's Message Index:
----------------------
1. 01:32 AM - Re: NX929DH progress report (bubbleboy)
2. 02:43 AM - Re: Re: couple of new guy questions... (Ben Charvet)
3. 03:12 AM - Re: Re: Re: couple of new guy questions... (Jack)
4. 04:35 AM - Re: Piet Aerobatics (airlion)
5. 06:54 AM - Fifi to fly again (Ryan Mueller)
6. 06:56 AM - Re: 2 Piet fuselages available (Dan Yocum)
7. 07:24 AM - Re: Piet Aerobatics (H RULE)
8. 08:11 AM - Re: couple of new guy questions... Corvair engines (Billy McCaskill)
9. 08:50 AM - Re: Re: couple of new guy questions... Corvair engines (Michael Groah)
10. 08:53 AM - Re: Re: couple of new guy questions... Corvair engines (Ryan Mueller)
11. 09:52 AM - Re: Piet Aerobatics (H RULE)
12. 11:59 AM - Re: Fifi to fly again (Rick Holland)
13. 12:26 PM - Re: Re: couple of new guy questions... Corvair engines (Rick Holland)
14. 01:39 PM - Re: Re: couple of new guy questions... Corvair engines (Michael Silvius)
15. 02:11 PM - Pietenpol in DFW area (jpkarrera)
16. 04:51 PM - Suspense! (Dan Yocum)
17. 04:56 PM - Re: Suspense! (John Recine)
18. 05:07 PM - Spark plug (BYD)
19. 05:21 PM - Re: Spark plug (Pieti Lowell)
20. 05:22 PM - FW: Bet you never saw one of these? (Gary Boothe)
21. 05:39 PM - Re: Suspense! (Pieti Lowell)
22. 05:49 PM - Re: Re: Suspense! (Ryan Mueller)
23. 06:11 PM - making progress! (Matthew VanDervort)
24. 06:20 PM - First flight! 1st dead stick landing...... ever (helspersew@aol.com)
25. 06:27 PM - Re: First flight! 1st dead stick landing...... ever (Ryan Mueller)
26. 06:46 PM - Re: First flight! 1st dead stick landing...... ever (John Recine)
27. 06:58 PM - A folding wing Piet? (Michael Silvius)
28. 07:07 PM - Re: First flight! 1st dead stick landing...... ever (Matt Wash)
29. 07:41 PM - Re: First flight! 1st dead stick landing...... ever (Dan Yocum)
30. 08:42 PM - Re: Spark plug (BYD)
31. 10:39 PM - Re: couple of new guy questions... Corvair engines (j_dunavin)
32. 11:14 PM - Re: Re: couple of new guy questions... Corvair engines (Ryan Mueller)
Message 1
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Subject: | Re: NX929DH progress report |
Dan...im getting butterflies thinking of the excitement! Make sure those ground
crew have a camera in hand please!
Go for it! You can do it!
Scotty
Australia :D
--------
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=302557#302557
Message 2
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Subject: | Re: couple of new guy questions... |
My figures came in about the same... and I used Douglas Fir and Latex paint!
Ben
On 6/25/2010 6:51 PM, Jack Phillips wrote:
>
> My Pietenpol cost me $15,000 to build, of which $7500 was in
> zero-timing the Continental A65 (new cylinders and pistons, new
> camshaft, new mags, overhauled crankcase and crankshaft). All
> aircraft grade materials. It took me 8 years to build and I like to
> tell people I spent the same amount in that 8 years as a 2-pack a day
> smoker would have spent on cigarettes.
>
> Jack Phillips
>
> NX899JP
>
> Raleigh, NC
>
> ------------------------------------------------------------------------
>
> *From:* owner-pietenpol-list-server@matronics.com
> [mailto:owner-pietenpol-list-server@matronics.com] *On Behalf Of *Rick
> Holland
> *Sent:* Friday, June 25, 2010 3:15 PM
> *To:* pietenpol-list@matronics.com
> *Subject:* Re: Pietenpol-List: Re: couple of new guy questions...
>
> $8000 for an average sounds a bit low, unless you live at an aircraft
> junkyard will lots of usable stuff laying around. I have spent about
> $6000 airframe and $6000 Corvair engine (although the Model A engine I
> understand can be built for a far amount less).
>
> rick
>
> On Fri, Jun 25, 2010 at 12:37 PM, j_dunavin <j_dunavin@hotmail.com
> <mailto:j_dunavin@hotmail.com>> wrote:
>
> <j_dunavin@hotmail.com <mailto:j_dunavin@hotmail.com>>
>
> Well having never built a plane before, I have read that the mean
> average build cost of a piet is $8,000. I would like to try for
> $6,000. We have time, and we can scrounge. I can also come up with a
> lot of hardware, ect. as I am an A&P and we have lots of goodies at
> the shop.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=302491#302491
>
>
> ==========
> st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
> ==========
> http://forums.matronics.com
> ==========
> le, List Admin.
> ="_blank">http://www.matronics.com/contribution
> ==========
>
>
> --
> Rick Holland
> Castle Rock, Colorado
>
> "Logic is a wreath of pretty flowers, that smell bad"
>
> * *
> * *
> **
> **
> **
> *http://www.matronics.com/Navigator?Pietenpol-List*
> **
> **
> *http://forums.matronics.com*
> **
> **
> *http://www.matronics.com/contribution*
> * *
> *
>
>
> *
Message 3
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Subject: | Re: couple of new guy questions... |
Yes
Jack
DSM
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Rick Holland
Sent: Friday, June 25, 2010 11:29 PM
Subject: Re: Pietenpol-List: Re: couple of new guy questions...
Including the cost of the core?
On Fri, Jun 25, 2010 at 6:10 PM, Jack <jack@textors.com> wrote:
Joe,
I did my C-85 overhaul for $4500...
Jack
DSM
www.textors.com
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of j_dunavin
Sent: Friday, June 25, 2010 1:13 PM
Subject: Pietenpol-List: Re: couple of new guy questions...
I do actually have a name, it's Joe, or Joseph, but only my mother calls me
by my full name.... or when the wife is mad at me. :o
Anyway, I don't know if i NEED a 100hp. I do want to be able to take my dad
and I up or whatever friends I want. We are also on a budget, and want the
best bang for the buck, of course. The corvair motor seems like a good idea
becasue:
A) it is in the plans,
B) I think I can pick up a core for next to nothing. ( mybuddy's dad has
three of them )
C) overhaul kits would be cheaper? maybe?
D) and I think i need the power so I can take others up with me. And or for
longer X country flights.
I'm also open for other engine ideas... I hear a VW is not a good idea?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=302488#302488
==========
st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
==========
http://forums.matronics.com
==========
le, List Admin.
="_blank">http://www.matronics.com/contribution
==========
--
Rick Holland
Castle Rock, Colorado
"Logic is a wreath of pretty flowers, that smell bad"
Message 4
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Subject: | Re: Piet Aerobatics |
I thought a pietenpol was all a bout low and slow. What is all this crap about
acrobatics? Gardiner
________________________________
From: shad bell <aviatorbell@yahoo.com>
Sent: Fri, June 25, 2010 6:37:27 PM
Subject: Re: Pietenpol-List: Piet Aerobatics
The piet should easily do spins, hamerheads (if you have a corvair, or pt-6), and
ground loops with no problem, but I ain't try'n none of them on purpose.
Message 5
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Subject: | Fifi to fly again |
Not necessarily on-topic, but a neat aviation story either way:
If you live anywhere within day-trip distance of Midland, TX it would
behoove you to come down with the 24 hour flu on Tuesday, June 29 and call
in sick to work. The CAF has put Fifi, the world's only airworthy B-29, back
together and they are going to do the first flight in years next Tuesday at
8AM:
http://www.cafb29b24.org/
The biggest chore that was completed was the installation of four new
engines. To say it was costly and time consuming would an understatement.
Here's a pretty darn cool video of the first time they ran all four engines
at the same time, I believe on Memorial Day. Make sure your speakers are on,
set HD to on and watch it full screen!
http://vimeo.com/12407230
Ryan
Message 6
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Subject: | Re: 2 Piet fuselages available |
You would notice those, wouldn't you?
;-)
Do not archive
--
yocum@gmail.com
On Jun 25, 2010, at 6:43 PM, H RULE <harvey.rule@rogers.com> wrote:
> Check out the legs!!!
> do not archive
>
> From: jeff wilson <jlwilsonnn@yahoo.com>
> To: pietenpol-list@matronics.com
> Sent: Fri, June 25, 2010 6:17:59 PM
> Subject: Pietenpol-List: 2 Piet fuselages available
>
> Spread the word. The EAA Chapter 64 splinter group, "Scrounge Dawg Aviati
on", is building a Pietenpol and we need to raise some money. We have 2 near
ly completed Fuselage's for sale. Pictures attached. Price: $500 each obo.
>
> One is short or original at 163.5 inches firewall to tail post and normal w
idth. It is 12" from firewall to first bulkhead and includes rudder pedals m
ounted and many metal fittings including cabane mount points and landing gea
r mounts. Just by eyeballing, it looks like its built close to plans. Appear
s to have been built with epoxy throughout. Check photos 1 thru 12
>
> The other is long at 173.5 inches from tail post to firewall and 15" from f
irewall to first bulkhead.This one has Model A motor mounts installed. It a
ppears to have been built with epoxy throughout and construction methods dev
iate somewhat from plans. Longerons are two .5" x 1" and sandwiched with ply
wood between. It does appear to be very sturdy and is somewhat heavy. Writt
en on front of firewall is 111 lbs. Check photos 13 thru 18.
>
> Any questions can be directed to me off site - jlwilsonnn(at)yahoo.com
> If you can't see photos, I'll be glad to send them to you via email. Help u
s finish our club Piet and get 2 more started.
>
> The Scrounge Dawg Aviation Piet is on gear, wings and tail feathers comple
te. We need to build one more strut and a couple cabanes. Next step is assem
bly and engine mounting so we can check fitment and CG.
>
> Flyin low and slow.
> Jeff Wilson
> NX899WT
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 7
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Subject: | Re: Piet Aerobatics |
Ya,acrobatics low and slow,makes sence to me.
I certainly wouldn't want to do them fast and hurt myself and you want to be low
to the groung so you can count the blades of grass as you fly upside down.
do not archive
________________________________
From: airlion <airlion@bellsouth.net>
Sent: Sat, June 26, 2010 7:34:16 AM
Subject: Re: Pietenpol-List: Piet Aerobatics
I thought a pietenpol was all a bout low and slow. What is all this crap about
acrobatics? Gardiner
________________________________
From: shad bell <aviatorbell@yahoo.com>
Sent: Fri, June 25, 2010 6:37:27 PM
Subject: Re: Pietenpol-List: Piet Aerobatics
The piet should easily do spins, hamerheads (if you have a corvair, or pt-6), and
ground loops with no problem, but I ain't try'n none of them on purpose.
Message 8
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Subject: | Re: couple of new guy questions... Corvair engines |
Joe,
If you intend to use a Corvair engine for a Piet or any other aircraft, you REALLY need to order the Corvair Conversion Manual from William Wynne. go to www.flycorvair.com and buy the manual. It will tell you everthing you need to know about converting and using the Corvair for flight use. Even if you decide not to go the Corvair route, the manual is still money wisely spent. I bought my manual last year while at Brodhead, and don't regret spending the money on it. Having read it numerous times, I still think that the Corvair is the route that I will take, building it using William Wynne's standards and following them to the letter. Although I have not done so yet, I need to order the Bingelis book set and it sounds like you should too...
--------
Billy McCaskill
Urbana, IL
tailfeathers almost done
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=302590#302590
Message 9
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Subject: | Re: couple of new guy questions... Corvair engines |
Here are the head and case numbers for the corvair. See word doc attached.
Mike Groah
Tulare CA
________________________________
From: Billy McCaskill <billmz@cox.net>
Sent: Sat, June 26, 2010 8:11:14 AM
Subject: Pietenpol-List: Re: couple of new guy questions... Corvair engines
Joe,
If you intend to use a Corvair engine for a Piet or any other aircraft, you REALLY need to order the Corvair Conversion Manual from William Wynne. go to www.flycorvair.com and buy the manual. It will tell you everthing you need to know about converting and using the Corvair for flight use. Even if you decide not to go the Corvair route, the manual is still money wisely spent. I bought my manual last year while at Brodhead, and don't regret spending the money on it. Having read it numerous times, I still think that the Corvair is the route that I will take, building it using William Wynne's standards and following them to the letter. Although I have not done so yet, I need to order the Bingelis book set and it sounds like you should too...
--------
Billy McCaskill
Urbana, IL
tailfeathers almost done
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=302590#302590
Message 10
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Subject: | Re: couple of new guy questions... Corvair engines |
I second Billy's recommendation in his email in another thread this
morning....go to http://www.flycorvair.com and order a copy of William's
conversion manual. If you are going to use the Corvair it is a must have,
and it will have all the information on which block codes are acceptable,
tips on how to get started (finding a good core, etc), disassembly, and all
the best practices and methods for an aircraft conversion overhaul. It is
probably even more imperative that you get a copy, since you are going to be
doing it "on the cheap", so to speak. If you don't know what you are doing,
or having done, you can sacrifice plenty of reliability in your effort to
save a relatively insignificant amount of money; relative to the value of
the airplane, your life, and your passenger's, that is.
Just because the engine is a 110 does not mean it is acceptable. With some
codes you can use the bottom end, but the heads are no good. On others you
must pull the top cover to verify the number cast into the crank to
determine whether it is suitable for aircraft use. Get the manual....and
then RTFM. :)
Ryan
On Sat, Jun 26, 2010 at 1:48 AM, j_dunavin <j_dunavin@hotmail.com> wrote:
>
> uh ho, which are good codes?
> This one is apparently the 110HP version??
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=302555#302555
>
>
Message 11
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Subject: | Re: Piet Aerobatics |
Whats a groung?
do not archive
________________________________
From: H RULE <harvey.rule@rogers.com>
Sent: Sat, June 26, 2010 10:17:01 AM
Subject: Re: Pietenpol-List: Piet Aerobatics
Ya,acrobatics low and slow,makes sence to me.
I certainly wouldn't want to do them fast and hurt myself and you want to be low
to the groung so you can count the blades of grass as you fly upside down.
do not archive
________________________________
From: airlion <airlion@bellsouth.net>
Sent: Sat, June 26, 2010 7:34:16 AM
Subject: Re: Pietenpol-List: Piet Aerobatics
I thought a pietenpol was all a bout low and slow. What is all this crap about
acrobatics? Gardiner
________________________________
From: shad bell <aviatorbell@yahoo.com>
Sent: Fri, June 25, 2010 6:37:27 PM
Subject: Re: Pietenpol-List: Piet Aerobatics
The piet should easily do spins, hamerheads (if you have a corvair, or pt-6), and
ground loops with no problem, but I ain't try'n none of them on purpose.
Message 12
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Subject: | Re: Fifi to fly again |
Incredible putting 4 3350 radials together (72 cylinders, 144 spark plugs!)
and getting them running. I will never complain about having to rebuilt my
measly 6 cylinder Corvair.
rick
On Sat, Jun 26, 2010 at 7:54 AM, Ryan Mueller <rmueller23@gmail.com> wrote:
> Not necessarily on-topic, but a neat aviation story either way:
>
> If you live anywhere within day-trip distance of Midland, TX it would
> behoove you to come down with the 24 hour flu on Tuesday, June 29 and call
> in sick to work. The CAF has put Fifi, the world's only airworthy B-29, back
> together and they are going to do the first flight in years next Tuesday at
> 8AM:
>
> http://www.cafb29b24.org/
>
> The biggest chore that was completed was the installation of four new
> engines. To say it was costly and time consuming would an understatement.
> Here's a pretty darn cool video of the first time they ran all four engines
> at the same time, I believe on Memorial Day. Make sure your speakers are on,
> set HD to on and watch it full screen!
>
> http://vimeo.com/12407230
>
> Ryan
>
> *
>
> *
>
>
--
Rick Holland
Castle Rock, Colorado
"Logic is a wreath of pretty flowers, that smell bad"
Message 13
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Subject: | Re: couple of new guy questions... Corvair engines |
Although some people have successfully rebuilt seized and rusted tight
Corvairs, I would avoid it if possible.
rick
On Sat, Jun 26, 2010 at 12:18 AM, Ryan Mueller <rmueller23@gmail.com> wrote:
> Make sure you check the engine code to determine if it will be suitable for
> aircraft use. Checking to see if it turns over is always a good idea too....
>
> Ryan
>
> On Sat, Jun 26, 2010 at 1:09 AM, j_dunavin <j_dunavin@hotmail.com> wrote:
>
>>
>> Well I'm going over to my Buddie's dad's farm tomorrow and ask about the
>> motor.
>> Maybe if I get him all jazzed up first about the piet, he'll be more
>> willing to sell me the core for cheap!
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=302553#302553
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
> *
>
> *
>
>
--
Rick Holland
Castle Rock, Colorado
"Logic is a wreath of pretty flowers, that smell bad"
Message 14
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Subject: | Re: couple of new guy questions... Corvair engines |
You are looking for a post 1965 110 hp no smog engine..
Correct crank number is 8409 ( long throw crank)
Corvair engine codes:
http://www.angelfire.com/ca4/CorvAIRCRAFT/VinSuffix.html
Corvair head numbers: (desirebale ones higlighted in blue)
http://www.angelfire.com/ca4/CorvAIRCRAFT/HeadNumbers.html
older cases with the short throw crank can be clearanced to fit longer throw
crank as shown here
http://www.experimental-aviation.com/Corvair/CaseClearance.html
Michael
----- Original Message -----
From: "j_dunavin" <j_dunavin@hotmail.com>
>
> uh ho, which are good codes?
> This one is apparently the 110HP version??
>
>
Message 15
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Subject: | Pietenpol in DFW area |
Hello all,
I'm very interested in building this airplane. I'm from Argentina, and I'll be
in DFW area for two months due a training.
I contacted Tim, a good member of this forum, and he told me many things about
this plane and also he answered me many questions.
I would like to know if somebody has a Pietenpol in DFW area, just to see one of
these airplanes and learn more about it.
Thanks in advance,
Juan Carrera.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=302611#302611
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I couldn't take it any more, and wanted to make sure everything went well so I
called the FBO at Poplar Grove. Sounds like Dan had a great day and flew *a lot*!!!
Dan, after your victory celebration, fill us poor folks in!!!
Dan (one of the other ones)
--
yocum@gmail.com
Message 17
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I was wondering who would be first to crack under the pressure of anticipation.
No more wondering about that.
Good job Dan!
John
Do not archive
------Original Message------
From: Dan Yocum
Sender: owner-pietenpol-list-server@matronics.com
ReplyTo: Pietenpol builders Board
Subject: Pietenpol-List: Suspense!
Sent: Jun 26, 2010 7:50 PM
I couldn't take it any more, and wanted to make sure everything went well so I
called the FBO at Poplar Grove. Sounds like Dan had a great day and flew *a lot*!!!
Dan, after your victory celebration, fill us poor folks in!!!
Dan (one of the other ones)
--
yocum@gmail.com
Sent from my Verizon Wireless BlackBerry
Message 18
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Seeking recommendations for spark plug type to use with Vertex drop in magneto
on Model-A Piet.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=302624#302624
Message 19
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I have similar inserts, and use a long reach, non resister. hot with a gap of .018"
no more with a mag. I have tried Champs, AC, BOTH WORK WITH A platinum ELECTRODE.
I ran these for four years with no problem.
Tried short reach plugs and got a miss at 2200.
Pieti Lowell
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=302625#302625
Message 20
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Subject: | FW: Bet you never saw one of these? |
For awhile there, I thought maybe Dan had built one of these!
Dan - I can only imagine.very happy for you!
Gary Boothe
Cool, CA
Pietenpol
WW Corvair Conversion
Tail done, Fuselage on gear
19 ribs done
From: Randy Farmer [mailto:r.l.farmer@comcast.net]
Sent: Saturday, June 26, 2010 3:49 PM
Subject: Bet you never saw one of these?
1932 Helicron
Betcha never saw one of these!
In the late 1930s this one-of-a-kind Helicron was placed in a barn and
forgotten. More than six decades later this odd lost little gem was
rediscovered, rebuilt, and reintroduced to the world. Although the
manufacturer is unknown, it's believed that this car was built in France
1932. Following the first World War it was not uncommon for recently
displaced airplane engineers to look towards the automobile industry for
employment.
As in this example, a few entrepreneurs developed propeller-powered cars
with the notion that propeller power was an efficient means of moving a
vehicle. On this car, when the wooden propeller is spinning at full speed
and efficiently, this little 1,000-pound boat-tailed skiff can hit freeway
speeds exceeding 75 mph. This is the one and only Helicron in existence,
owned by Lane Motor Museum in Nashville, TN.
[]
[]
[]
[]
[]
[]
[]
_____
Checked by AVG - www.avg.com
13:01:00
Message 21
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Dan give me a call to work on the Ford, What Prop, Who made it Dia and pitch, Douwe's
prop was supposed to be a 76 X 42, since it would not turn up over 1800
it caused a few problems as most know. My Ford turns 2200 with a 76 X 47 Sensenich,
but with a few more horses, Taken from a Lambert 90 HP.
Pieti Lowell
PS: Plug type ? Carb ID ? Timing ? Cam location ? Fresh Fuel ? Hours run ? Bearing
type ?And more,
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=302628#302628
Message 22
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Sounds like Dan didn't need any "learned" help.....congratulations Dan!!!
Ryan
On Sat, Jun 26, 2010 at 7:39 PM, Pieti Lowell <Lowellcfrank@yahoo.com>wrote:
> Lowellcfrank@yahoo.com>
>
> Dan give me a call to work on the Ford, What Prop, Who made it Dia and
> pitch, Douwe's prop was supposed to be a 76 X 42, since it would not turn up
> over 1800 it caused a few problems as most know. My Ford turns 2200 with a
> 76 X 47 Sensenich, but with a few more horses, Taken from a Lambert 90 HP.
> Pieti Lowell
> PS: Plug type ? Carb ID ? Timing ? Cam location ? Fresh Fuel ? Hours run ?
> Bearing type ?And more,
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=302628#302628
>
>
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Subject: | making progress! |
Just a little proof that I have actually made a little bit of progress,
hopefully in the next week I will have all of the fabric off, and inventory
of the parts im going to need from aircraft spruce and specialty. mainly
just hardware. Also had a nice visit from Kringles this evening, really
nice talking airplanes and hanging out with him and everyone!
pic is courtesy of the girlfriend
www.vansaviation.com
Message 24
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Subject: | First flight! 1st dead stick landing...... ever |
So l lined up with the end of the grass runway 27 at Poplar Grove at 6:30
am, safety crew at the ready. Winds were dead calm after the squall lines
had passed about two hours before. A distinct line of "clear" was moving
our way from the northwest. It was just me and machine, pockita-pockita-p
ockita-pockita....... lowered my head and said a quick prayer, then gave
her the gun. She slowly accelerated, raised the tail at 200 ft.,.. got to
the top of the crest and a little back pressure, and we were flying. Clim
b-out was brisk and I was at 600 ft. before I came to my senses and came
back to focus on what I was supposed to be concentrating on. Couldn't har
dly believe what was happening myself. Tried to stay right over the airpor
t just in case. Round and round and round....left turns I was sure she cou
ld do. The machine is good, she flies fine like an airplane should. I was
holding considerable back pressure just to keep her level with the horizo
n. Adjusted my elevator trim and it helped a little, but not nearly enough
. My mind was racing... can't figure out why I am nose heavy, when I calcu
lated that the CG would be only 2" in front of the most aft CG limit. At
any rate, I finally got tired of doing circles and gathered my courage to
attempt the first landing. By that time it became very apparent that my
airspeed indicator was reading way too low. 45 MPH in level flight. So on
my approach I could not depend on it and could only go by instincts, expe
rience, and the singing of the wires. For this reason I came in purposeful
ly high and fast, figuring I could depend on the good 'ol Piet to do its
draggy thing to get me slow and down after I chopped the throttle. Procee
ded in that vein and when I was sure I could make the field I chopped powe
r to idle....and she sputtered and went quiet!!!! My first dead-stick ever
. Landed about 3 ft. AGL and dropped her in, but all was OK. Coasted over
toward the crowd and stopped short, the prop as still as a corpse. One of
the wise guys in the crew yells out "could you bring her over a bit close
r?".... There is always one.
So I climbed out, and congratulations were given and accepted all around.
A major milestone indeed, but only the beginning of "Phase II". Adjusted
the idle speed up a little, but in my gut I knew that it wasn't the solut
ion. The A was running perfectly on the ground in all parameters, but not
in flight. So I taxied down again and took off, again successfully with
plenty of power and pull. Noticed that I was discharging some water out
of the overflow during climb-out and when I throttled back it subsided.
Water temps were about 185 first flight, and a little higher in each subs
equent flight. I surmised that this was from me losing a little water each
climbout. So there I went, mostly left turns, with an occasional right th
rown in, but always directly over the field. Four t-offs and landings in
all, and flight time was about two hours in all, that outing. Went back
to base and discussed engine problem with the Model A car Guru that lives
behind. He was puzzled by the whole thing. Symptoms were, when in level
flight everything was normal, but when I throttled back to almost the idl
e stop, she begins to sputter and would surely quit each time, if I didn't
goose it a bit. On the ground, I called Douwe and had a discussion about
same. He told me to raise the tail on the ground (as in flight) to see if
I could duplicate the problem. Could not duplicate it in any fashion, as
she ran perfect in every way.
Noticed another problem, a pretty substantial oil leakage. It was enough
that I did not feel I could continue to fly it that way without an attemp
ted fix. So at the present time, I have the prop and cowls removed, to try
to isolate this big leak. I will clean it all up sparkly, and the spray
some foot powder all over the suspected areas. Will run it without cowls
for a few minutes to detect leakage areas. At least then I will know what
I am up against on that front.
Then Douwe calls me back and tells me that he suspects it was carb ice. Th
is makes sense to me, because I never ran it at high RPMS for that long on
the ground for any ice to form. I did for sure see a lot of condensation
on the intake manifold in flight, enough so that it kept spraying onto my
windscreen. Now what to try I don't know. I have one of those perpetual
carb heat cans a-la Ken Perkins. Inside the can I have 1/2" diameter spri
ngs wound around the #1 exhaust stack, to pick-up the heat and transfer it
to the intake air. Any Ideas?
So it was a good day. I proved that my airplane flies. I proved that I cou
ld fly it and land it. Now on to fixing the probs. The oil leaks are the
big thing.
Dan Helsper
Poplar Grove, IL.
Message 25
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Subject: | Re: First flight! 1st dead stick landing...... ever |
Congratulations Dan!!!!!
On Sat, Jun 26, 2010 at 8:17 PM, <helspersew@aol.com> wrote:
> So l lined up with the end of the grass runway 27 at Poplar Grove at 6:30
> am, safety crew at the ready. Winds were dead calm after the squall lines
> had passed about two hours before. A distinct line of "clear" was moving our
> way from the northwest. It was just me and machine,
> pockita-pockita-pockita-pockita....... lowered my head and said a quick
> prayer, then gave her the gun. She slowly accelerated, raised the tail at
> 200 ft.,.. got to the top of the crest and a little back pressure, and we
> were flying. Climb-out was brisk and I was at 600 ft. before I came to my
> senses and came back to focus on what I was supposed to be concentrating on.
> Couldn't hardly believe what was happening myself. Tried to stay right over
> the airport just in case. Round and round and round....left turns I was sure
> she could do. The machine is good, she flies fine like an airplane should. I
> was holding considerable back pressure just to keep her level with the
> horizon. Adjusted my elevator trim and it helped a little, but not nearly
> enough. My mind was racing... can't figure out why I am nose heavy, when I
> calculated that the CG would be only 2" in front of the most aft CG limit.
> At any rate, I finally got tired of doing circles and gathered my courage to
> attempt the first landing. By that time it became very apparent that my
> airspeed indicator was reading way too low. 45 MPH in level flight. So on my
> approach I could not depend on it and could only go by instincts,
> experience, and the singing of the wires. For this reason I came in
> purposefully high and fast, figuring I could depend on the good 'ol Piet to
> do its draggy thing to get me slow and down after I chopped the throttle.
> Proceeded in that vein and when I was sure I could make the field I chopped
> power to idle....and she sputtered and went quiet!!!! My first dead-stick
> ever. Landed about 3 ft. AGL and dropped her in, but all was OK. Coasted
> over toward the crowd and stopped short, the prop as still as a corpse. One
> of the wise guys in the crew yells out "could you bring her over a bit
> closer?".... There is always one.
>
> So I climbed out, and congratulations were given and accepted all around. A
> major milestone indeed, but only the beginning of "Phase II". Adjusted the
> idle speed up a little, but in my gut I knew that it wasn't the solution.
> The A was running perfectly on the ground in all parameters, but not in
> flight. So I taxied down again and took off, again successfully with plenty
> of power and pull. Noticed that I was discharging some water out of the
> overflow during climb-out and when I throttled back it subsided. Water temps
> were about 185 first flight, and a little higher in each subsequent flight.
> I surmised that this was from me losing a little water each climbout. So
> there I went, mostly left turns, with an occasional right thrown in, but
> always directly over the field. Four t-offs and landings in all, and flight
> time was about two hours in all, that outing. Went back to base and
> discussed engine problem with the Model A car Guru that lives behind. He was
> puzzled by the whole thing. Symptoms were, when in level flight everything
> was normal, but when I throttled back to almost the idle stop, she begins to
> sputter and would surely quit each time, if I didn't goose it a bit. On the
> ground, I called Douwe and had a discussion about same. He told me to raise
> the tail on the ground (as in flight) to see if I could duplicate the
> problem. Could not duplicate it in any fashion, as she ran perfect in every
> way.
>
> Noticed another problem, a pretty substantial oil leakage. It was enough
> that I did not feel I could continue to fly it that way without an attempted
> fix. So at the present time, I have the prop and cowls removed, to try to
> isolate this big leak. I will clean it all up sparkly, and the spray some
> foot powder all over the suspected areas. Will run it without cowls for a
> few minutes to detect leakage areas. At least then I will know what I am up
> against on that front.
>
> Then Douwe calls me back and tells me that he suspects it was carb ice.
> This makes sense to me, because I never ran it at high RPMS for that long on
> the ground for any ice to form. I did for sure see a lot of condensation on
> the intake manifold in flight, enough so that it kept spraying onto my
> windscreen. Now what to try I don't know. I have one of those perpetual carb
> heat cans a-la Ken Perkins. Inside the can I have 1/2" diameter springs
> wound around the #1 exhaust stack, to pick-up the heat and transfer it to
> the intake air. Any Ideas?
>
> So it was a good day. I proved that my airplane flies. I proved that I
> could fly it and land it. Now on to fixing the probs. The oil leaks are the
> big thing.
>
> Dan Helsper
> Poplar Grove, IL.
>
> *
>
> *
>
>
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Subject: | Re: First flight! 1st dead stick landing...... ever |
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CkRhbiBIZWxzcGVyDQpQb3BsYXIgR3JvdmUsIElMLg0KDQoNCg0K
Message 27
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Subject: | A folding wing Piet? |
http://home.comcast.net/~mmorrison123/piet.html
http://home.comcast.net/~mmorrison123/Piet_update.htm
Message 28
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Subject: | Re: First flight! 1st dead stick landing...... ever |
Congratulations!
Any photos of the big event?
~Matt
On Sat, Jun 26, 2010 at 8:46 PM, John Recine <amsafetyc@aol.com> wrote:
> Congrats Dan great job and down safe and sound. You got to love that. I bet
> you got your ticket day smile on ?
>
> Dan so glad to hear it one adventure ends and another begins
>
> I can't wait to meet her in person next month and looking forward to it.
> Till then fly smart and stay safe, enjoy!
>
> John
>
> Do not archive
>
> Sent from my Verizon Wireless BlackBerry
> ------------------------------
> *From: * helspersew@aol.com
> *Sender: * owner-pietenpol-list-server@matronics.com
> *Date: *Sat, 26 Jun 2010 21:17:57 -0400
> *To: *<pietenpol-list@matronics.com>
> *ReplyTo: * pietenpol-list@matronics.com
> *Subject: *Pietenpol-List: First flight! 1st dead stick landing...... ever
>
> So l lined up with the end of the grass runway 27 at Poplar Grove at 6:30
> am, safety crew at the ready. Winds were dead calm after the squall lines
> had passed about two hours before. A distinct line of "clear" was moving our
> way from the northwest. It was just me and machine,
> pockita-pockita-pockita-pockita....... lowered my head and said a quick
> prayer, then gave her the gun. She slowly accelerated, raised the tail at
> 200 ft.,.. got to the top of the crest and a little back pressure, and we
> were flying. Climb-out was brisk and I was at 600 ft. before I came to my
> senses and came back to focus on what I was supposed to be concentrating on.
> Couldn't hardly believe what was happening myself. Tried to stay right over
> the airport just in case. Round and round and round....left turns I was sure
> she could do. The machine is good, she flies fine like an airplane should. I
> was holding considerable back pressure just to keep her level with the
> horizon. Adjusted my elevator trim and it helped a little, but not nearly
> enough. My mind was racing... can't figure out why I am nose heavy, when I
> calculated that the CG would be only 2" in front of the most aft CG limit.
> At any rate, I finally got tired of doing circles and gathered my courage to
> attempt the first landing. By that time it became very apparent that my
> airspeed indicator was reading way too low. 45 MPH in level flight. So on my
> approach I could not depend on it and could only go by instincts,
> experience, and the singing of the wires. For this reason I came in
> purposefully high and fast, figuring I could depend on the good 'ol Piet to
> do its draggy thing to get me slow and down after I chopped the throttle.
> Proceeded in that vein and when I was sure I could make the field I chopped
> power to idle....and she sputtered and went quiet!!!! My first dead-stick
> ever. Landed about 3 ft. AGL and dropped her in, but all was OK. Coasted
> over toward the crowd and stopped short, the prop as still as a corpse. One
> of the wise guys in the crew yells out "could you bring her over a bit
> closer?".... There is always one.
>
> So I climbed out, and congratulations were given and accepted all around. A
> major milestone indeed, but only the beginning of "Phase II". Adjusted the
> idle speed up a little, but in my gut I knew that it wasn't the solution.
> The A was running perfectly on the ground in all parameters, but not in
> flight. So I taxied down again and took off, again successfully with plenty
> of power and pull. Noticed that I was discharging some water out of the
> overflow during climb-out and when I throttled back it subsided. Water temps
> were about 185 first flight, and a little higher in each subsequent flight.
> I surmised that this was from me losing a little water each climbout. So
> there I went, mostly left turns, with an occasional right thrown in, but
> always directly over the field. Four t-offs and landings in all, and flight
> time was about two hours in all, that outing. Went back to base and
> discussed engine problem with the Model A car Guru that lives behind. He was
> puzzled by the whole thing. Symptoms were, when in level flight everything
> was normal, but when I throttled back to almost the idle stop, she begins to
> sputter and would surely quit each time, if I didn't goose it a bit. On the
> ground, I called Douwe and had a discussion about same. He told me to raise
> the tail on the ground (as in flight) to see if I could duplicate the
> problem. Could not duplicate it in any fashion, as she ran perfect in every
> way.
>
> Noticed another problem, a pretty substantial oil leakage. It was enough
> that I did not feel I could continue to fly it that way without an attempted
> fix. So at the present time, I have the prop and cowls removed, to try to
> isolate this big leak. I will clean it all up sparkly, and the spray some
> foot powder all over the suspected areas. Will run it without cowls for a
> few minutes to detect leakage areas. At least then I will know what I am up
> against on that front.
>
> Then Douwe calls me back and tells me that he suspects it was carb ice.
> This makes sense to me, because I never ran it at high RPMS for that long on
> the ground for any ice to form. I did for sure see a lot of condensation on
> the intake manifold in flight, enough so that it kept spraying onto my
> windscreen. Now what to try I don't know. I have one of those perpetual carb
> heat cans a-la Ken Perkins. Inside the can I have 1/2" diameter springs
> wound around the #1 exhaust stack, to pick-up the heat and transfer it to
> the intake air. Any Ideas?
>
> So it was a good day. I proved that my airplane flies. I proved that I
> could fly it and land it. Now on to fixing the probs. The oil leaks are the
> big thing.
>
> Dan Helsper
> Poplar Grove, IL.
>
> *
>
>
> *
>
>
Message 29
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Subject: | Re: First flight! 1st dead stick landing...... ever |
Whoo hoo!
Congrats Dan!!
--
yocum@gmail.com
On Jun 26, 2010, at 8:17 PM, helspersew@aol.com wrote:
> So l lined up with the end of the grass runway 27 at Poplar Grove at 6:30 a
m, safety crew at the ready. Winds were dead calm after the squall lines had
passed about two hours before. A distinct line of "clear" was moving our wa
y from the northwest. It was just me and machine, pockita-pockita-pockita-po
ckita....... lowered my head and said a quick prayer, then gave her the gun.
She slowly accelerated, raised the tail at 200 ft.,.. got to the top of the
crest and a little back pressure, and we were flying. Climb-out was brisk a
nd I was at 600 ft. before I came to my senses and came back to focus on wha
t I was supposed to be concentrating on. Couldn't hardly believe what was ha
ppening myself. Tried to stay right over the airport just in case. Round and
round and round....left turns I was sure she could do. The machine is good,
she flies fine like an airplane should. I was holding considerable back pre
ssure just to keep her level with the horizon. Adjusted my elevator trim and
it helped a little, but not nearly enough. My mind was racing... can't figu
re out why I am nose heavy, when I calculated that the CG would be only 2" i
n front of the most aft CG limit. At any rate, I finally got tired of doing c
ircles and gathered my courage to attempt the first landing. By that time it
became very apparent that my airspeed indicator was reading way too low. 45
MPH in level flight. So on my approach I could not depend on it and could o
nly go by instincts, experience, and the singing of the wires. For this reas
on I came in purposefully high and fast, figuring I could depend on the good
'ol Piet to do its draggy thing to get me slow and down after I chopped the
throttle. Proceeded in that vein and when I was sure I could make the field
I chopped power to idle....and she sputtered and went quiet!!!! My first de
ad-stick ever. Landed about 3 ft. AGL and dropped her in, but all was OK. Co
asted over toward the crowd and stopped short, the prop as still as a corpse
. One of the wise guys in the crew yells out "could you bring her over a bit
closer?".... There is always one.
>
> So I climbed out, and congratulations were given and accepted all around. A
major milestone indeed, but only the beginning of "Phase II". Adjusted the i
dle speed up a little, but in my gut I knew that it wasn't the solution. The
A was running perfectly on the ground in all parameters, but not in flight.
So I taxied down again and took off, again successfully with plenty of powe
r and pull. Noticed that I was discharging some water out of the overflow du
ring climb-out and when I throttled back it subsided. Water temps were about
185 first flight, and a little higher in each subsequent flight. I surmised
that this was from me losing a little water each climbout. So there I went,
mostly left turns, with an occasional right thrown in, but always directly o
ver the field. Four t-offs and landings in all, and flight time was about tw
o hours in all, that outing. Went back to base and discussed engine problem w
ith the Model A car Guru that lives behind. He was puzzled by the whole thin
g. Symptoms were, when in level flight everything was normal, but when I thr
ottled back to almost the idle stop, she begins to sputter and would surely q
uit each time, if I didn't goose it a bit. On the ground, I called Douwe and
had a discussion about same. He told me to raise the tail on the ground (as
in flight) to see if I could duplicate the problem. Could not duplicate it i
n any fashion, as she ran perfect in every way.
>
> Noticed another problem, a pretty substantial oil leakage. It was enough t
hat I did not feel I could continue to fly it that way without an attempted f
ix. So at the present time, I have the prop and cowls removed, to try to iso
late this big leak. I will clean it all up sparkly, and the spray some foot p
owder all over the suspected areas. Will run it without cowls for a few minu
tes to detect leakage areas. At least then I will know what I am up against o
n that front.
>
> Then Douwe calls me back and tells me that he suspects it was carb ice. Th
is makes sense to me, because I never ran it at high RPMS for that long on t
he ground for any ice to form. I did for sure see a lot of condensation on t
he intake manifold in flight, enough so that it kept spraying onto my windsc
reen. Now what to try I don't know. I have one of those perpetual carb heat c
ans a-la Ken Perkins. Inside the can I have 1/2" diameter springs wound arou
nd the #1 exhaust stack, to pick-up the heat and transfer it to the intake a
ir. Any Ideas?
>
> So it was a good day. I proved that my airplane flies. I proved that I cou
ld fly it and land it. Now on to fixing the probs. The oil leaks are the big
thing.
>
> Dan Helsper
> Poplar Grove, IL.
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 30
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Thanks. I noticed that the adapters would need a long reach design - when it's
convenient, could you supply a Champ number that you use? Thanks again.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=302642#302642
Message 31
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Subject: | Re: couple of new guy questions... Corvair engines |
Not to beat this to death, or over question this, I honestly just want to know:
Do i HAVE to have the long throw crank, and a post 65 110hp no smog engine?
My buddy's dad said i could have a Z block with a not "desirable" head serial number.
But if I did a head job, and a proper intake exhaust, ign, ect. Why would this
particular engine not work?
Again he is going to give it to me! And I doubt that our piet would get abused
real hard.
Thanks for all the info guys!
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=302650#302650
Message 32
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Subject: | Re: couple of new guy questions... Corvair engines |
If he is going to give you the core, then go ahead and take it. There are enough
usable parts otherwise, I'm sure it won't be a complete waste. If nothing else
it's some good practice at tearing down a core.
You must have an engine with a forged crankshaft, and there are some engines that
will have usable bottom ends but unusable heads. This is not some punitive
measure meant to cost you more money....they are either suitable or they are not.
If you were going to acquire and overhaul an A-65, you would need to buy a manual
to ensure you are following the best methods and practices. In my opinion if
you are going to overhaul a Corvair for aircraft use then you need to buy William
Wynne's manual, as it provides the info you need to turn your core into
a reliable aircraft engine.
Ryan
Sent from my iPad
On Jun 27, 2010, at 12:39 AM, "j_dunavin" <j_dunavin@hotmail.com> wrote:
>
> Not to beat this to death, or over question this, I honestly just want to know:
> Do i HAVE to have the long throw crank, and a post 65 110hp no smog engine?
> My buddy's dad said i could have a Z block with a not "desirable" head serial
number.
> But if I did a head job, and a proper intake exhaust, ign, ect. Why would this
particular engine not work?
>
> Again he is going to give it to me! And I doubt that our piet would get abused
real hard.
> Thanks for all the info guys!
> Joe
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=302650#302650
>
>
>
>
>
>
>
>
>
>
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