Today's Message Index:
----------------------
1. 04:00 AM - Re: Re: remote mounting 0200 air box (Jack Phillips)
2. 04:30 AM - Re: Rust Protection Question (Dan Yocum)
3. 04:47 AM - Test-phase report, and mystery (helspersew@aol.com)
4. 05:15 AM - Re: Test-phase report, and mystery (Ben Charvet)
5. 05:38 AM - Got an engine! (Oscar Zuniga)
6. 05:43 AM - Carb heat from Continental Cylinder heads? (Oscar Zuniga)
7. 05:54 AM - Re: Test-phase report, and mystery (Pieti Lowell)
8. 06:02 AM - Re: Carb heat from Continental Cylinder heads? (Tim Willis)
9. 06:22 AM - Re: Got a compass (Gene Rambo)
10. 06:33 AM - Re: Carb heat from Continental Cylinder heads? (Steve Ruse)
11. 07:03 AM - Re: Carb heat from Continental Cylinder heads? (Matt Wash)
12. 07:06 AM - Re: Test-phase report, and mystery (Jack Phillips)
13. 07:06 AM - Re: Carb heat from Continental Cylinder heads? (Jack Phillips)
14. 07:06 AM - Re: Carb heat from Continental Cylinder heads? (Dan Yocum)
15. 09:10 AM - Re: Wood kits (Aircraft Spruce Info)
16. 09:36 AM - Re: Wood kits (Bill Church)
17. 10:25 AM - Re: Re: Wood kits (Michael Perez)
18. 11:35 AM - Re: Re: Wood kits (Rick Holland)
19. 12:42 PM - This weekend in Southern Ontario (Bill Church)
20. 12:49 PM - Re: This weekend in Southern Ontario (Robert Gow)
21. 12:56 PM - Re: Wood kits (Billy McCaskill)
22. 01:06 PM - Re: Re: Wood kits (Ryan Mueller)
23. 01:08 PM - Re: This weekend in Southern Ontario (Isablcorky@aol.com)
24. 04:13 PM - Re: Re: Wood kits (KM Heide CPO/FAAOP)
25. 06:27 PM - Re: Test-phase report, and mystery (Gene Rambo)
26. 07:02 PM - Re: Got a compass (j_dunavin)
27. 08:12 PM - Re: Fw: CorvAircraft> New Oshkosh notes. (Jim Boyer)
Message 1
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| Subject: | remote mounting 0200 air box |
Are you talking about the cowling? Those are Cleco's, holding the pieces
together until I could rivet them. Everything on the cowling is riveted
together.
Jack Phillips
NX899JP
Raleigh, NC
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Jack
Sent: Wednesday, August 18, 2010 8:36 PM
Subject: RE: RE: Pietenpol-List: remote mounting 0200 air box
Jack, on your first photo, at the lower joint those look like welded beads,
could you elaborate?
Thanks,
Jack
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Jack
Phillips
Sent: Wednesday, August 18, 2010 8:21 AM
Subject: RE: Pietenpol-List: remote mounting 0200 air box
Douwe,
You can just let some of the airbox sit outside the cowling. It doesn't
seem to mess up the lines too much. It looks terrible when the cowling is
unpainted, but tends to disappear once the plane is finished.
Look at what mine looked like before and after paint:
Perhaps it helps to paint the cowling a dark color, but I find the airbox
hanging down just doesn't draw the eye to it. If you look closely, you can
see that the base of the carburetor (where the airbox attaches) is below the
line of the cowling, so even if you moved the airbox, you would still have
the SCAT hose showing there, and in the picture above, the SCAT hose is much
more distracting to the eye than the whole airbox.
Of course, mine is an A65 and I believe you are using an O-200, but I don't
think they are much different in this regard.
I think adding a length of SCAT hose between the air filter and the
carburetor would add an unnecessary restriction to the engine airflow, and
reduce power.
Jack Phillips
NX899JP
Raleigh, NC
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Douwe
Blumberg
Sent: Wednesday, August 18, 2010 8:45 AM
Subject: Pietenpol-List: remote mounting 0200 air box
Hey guys,
As I'm building my new cowling, I'm finding the air intake really messing up
the bottom "lines". I got to thinking, "why can't I just relocate it and
mount it remotely"?. As long as the scat tubing from the box to the carb
isn't too long to cool the heated air when I use the carb heat, I can't see
any downside.
Thoughts?
Douwe
http://www.matronics.com/Navigator?Pietenpol-List
http://forums.matronics.com
http://www.matronics.com/contribution
Message 2
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| Subject: | Re: Rust Protection Question |
My AME recommends linseed oil, too.
Dan
--
Dan Yocum
yocum137@gmail.com
"I fly because it releases my mind from the tyranny of petty things."
On Aug 18, 2010, at 8:28 PM, Matthew VanDervort <matthew.vandervort@gmail.co
m> wrote:
> I was planning on linseed oil but haven't done any "real" research yet but
a few quick google searches have turned up promising results
>
> Sent from my iPhone
>
> On Aug 18, 2010, at 8:56 PM, "Jack" <jack@textors.com> wrote:
>
>> Yet another question for my =9Clist friends=9DWith y
our wing/center struts, gear and various horns, how are you protecting again
st rust and corrosion internally after painting? Prior to painting mine rus
t quickly if I don=99t coat with oil
>>
>> Thanks,
>>
>> Jack
>>
>>
>>
>>
>>
>> =========================
=========
>> >http://www.matronics.com/Navigator?Pietenpol-List
>> =========================
=========
>> ums.matronics.com">http://forums.matronics.com
>> =========================
=========
>> http://www.matronics.com/contribution">http://www.matronics.com/contribut
ion
>> =========================
=========
>>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 3
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| Subject: | Test-phase report, and mystery |
Hello all you good people,
Beautiful evening. Flew my beloved Piet last night in the pattern right be
fore sunset. All went well. I can't do a normal run up because of my margi
nal brakes, so in-flight, I decided to test my dual mag set-up. Noticed th
at I got about 200 more rpm just running on the left mag alone, and to my
surprise the engine ran at least 15 degrees cooler. I know my mags are no
t timed exactly together because I can hear the impulse couplings clicking
one after another when I pull it through by hand. I am guessing that the
timing is more optimal on my left mag. With these symptoms what do you gu
ys thing is going on? Please advise.
Dan Helsper
Poplar Grove, IL.
Message 4
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| Subject: | Re: Test-phase report, and mystery |
Re-time the right mag to match the left? If they are both impulse I
can't see a reason not to have them both the same.
Ben
On 8/19/2010 7:46 AM, helspersew@aol.com wrote:
> Hello all you good people,
> Beautiful evening. Flew my beloved Piet last night in the pattern
> right before sunset. All went well. I can't do a normal run up because
> of my marginal brakes, so in-flight, I decided to test my dual mag
> set-up. Noticed that I got about 200 more rpm just running on the left
> mag alone, and to my surprise the engine ran at least 15 degrees
> cooler. I know my mags are not timed exactly together because I can
> hear the impulse couplings clicking one after another when I pull it
> through by hand. I am guessing that the timing is more optimal on my
> left mag. With these symptoms what do you guys thing is going on?
> Please advise.
> Dan Helsper
> Poplar Grove, IL.
>
> *
>
>
> *
Message 5
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Ryan wrote [about Mark Langford's website]-
>Nothing about Pietenpols, but lots ofinformation about the Corvair
Not true... not true. Pietenpol content on Mark's site:
http://home.hiwaay.net/~langford/corvair/wwrear.html
There is also a Piet based at Moontown, where Mark frequently
flies. I only have one picture of it, rather fuzzy. Red
struts and gear legs, Continental engine, looks like a
metal prop on it, and the owner's initials are RM but that's
about all I know about it.
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: | Carb heat from Continental Cylinder heads? |
At normal operating conditions, a Continental's cylinder
head temperature will be somewhere around 350F. At those
same conditions, the EGT will be about 1000F HIGHER than
the CHT. Which one will do a better job of carb heat?
Quick... you need that heat and you need it right now, and
you only get one shot at it ;o) Especially if you run a
Stromberg like mine that makes ice like crazy.
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 7
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| Subject: | Re: Test-phase report, and mystery |
The impulses may not be in perfect delay as the actual running timing, which should
be set per specs.
Pieti Lowell
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309372#309372
Message 8
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| Subject: | Re: Carb heat from Continental Cylinder heads? |
Let's see, since "heat loss = heat gain," I'd go where there is the most heat (3X).
Great point, Oscar, on the time issue. It is calories or BTUs /second you
want. That sharpens the point.
The heat is also more focused-- more easily tapped, if you will, into a tube, without
using a "funnel"-- at the exhaust.
I love this board.
Tim in central TX
-----Original Message-----
>From: Oscar Zuniga <taildrags@hotmail.com>
>Sent: Aug 19, 2010 8:43 AM
>To: Pietenpol List <pietenpol-list@matronics.com>
>Subject: Pietenpol-List: Carb heat from Continental Cylinder heads?
>
>
>
>At normal operating conditions, a Continental's cylinder
>head temperature will be somewhere around 350F. At those
>same conditions, the EGT will be about 1000F HIGHER than
>the CHT. Which one will do a better job of carb heat?
>
>Quick... you need that heat and you need it right now, and
>you only get one shot at it ;o) Especially if you run a
>Stromberg like mine that makes ice like crazy.
>
>Oscar Zuniga
>Air Camper NX41CC
>San Antonio, TX
>mailto: taildrags@hotmail.com
>website at http://www.flysquirrel.net
>
<clip>
Message 9
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I believe that is a Mark VIII compass. The navy used them in pretty much e
verything in WWII.
Gene
do not archive
> Subject: Pietenpol-List: Got a compass
> From: j_dunavin@hotmail.com
> Date: Mon=2C 16 Aug 2010 19:32:34 -0700
> To: pietenpol-list@matronics.com
>
>
> Sure it may be a little backwards=2C but I got a compass! It's nice and b
ig!
> Though I can't decide if I should panel mount it or dissect it and mount
it on the dash.
>
> Either way=2C does anyone know what the proper process would be in openin
g it up and cleaning it=2C and or repainting the numbers?
>
> Wonder what it came out of?
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=309056#309056
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/100_1950_201.jpg
>
>
>
>
===========
===========
===========
===========
>
>
>
Message 10
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| Subject: | Re: Carb heat from Continental Cylinder heads? |
Oscar:
I had thought about the difference in CHT & EGT, but it also occurred
to me that you need heat the most when the engine is at part throttle
or even idle. What is the EGT after 20 seconds of 1,700RPM operation,
then 10 seconds at idle? Probably still warmer than the CHT, but
probably a long, long way from 1,300F. The mass of the cylinder heads
just means they stay warm longer.
Ryan M.:
I believe the L2 is a pressure cowling setup, maybe that allows it to
work. The carb heat connection would come from the lower part of the
back of the eyebrows, not far from the exhaust port on the head, which
is probably more like 400 to 500 degrees, rather than the 350 or so at
the plug.
IF I try it, I'll do ground testing first to verify adequate RPM drop
and let the group know what I find.
Thanks for all the information so far! It is definitely nice to hear
about the things I hadn't considered yet.
Steve Ruse
Norman, OK
Quoting Oscar Zuniga <taildrags@hotmail.com>:
>
>
> At normal operating conditions, a Continental's cylinder
> head temperature will be somewhere around 350F. At those
> same conditions, the EGT will be about 1000F HIGHER than
> the CHT. Which one will do a better job of carb heat?
>
> Quick... you need that heat and you need it right now, and
> you only get one shot at it ;o) Especially if you run a
> Stromberg like mine that makes ice like crazy.
>
> Oscar Zuniga
> Air Camper NX41CC
> San Antonio, TX
> mailto: taildrags@hotmail.com
> website at http://www.flysquirrel.net
>
>
Message 11
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| Subject: | Re: Carb heat from Continental Cylinder heads? |
Steve,
I don't have a Pietenpol, but I do have a JPi EDM700 on my 150 with an
O-200.
Pretty much immediately after start-up I see 100F across the CHTs and EGTs
in the 800s
Within 1 minute I have 100-150s on my CHTs and 800-1000 EGTs
Within 2 minutes I'm up to 200-230s on CHTs and still 800-1000s on the EGTs
The heads within 5 minutes of ground operation are in the 220-280 range
depending what's going on. Taxi, idle, runup.
The runup looks like 260-290 on the CHTs, 950-1100 on the EGTs
Takeoff gets me in the 330-360 range on CHT with 1200-1350s for EGTs
OAT was 40-50F. My CHT probes are on the spark plugs.
Hope this helps,
~Matt
On Thu, Aug 19, 2010 at 8:28 AM, Steve Ruse <steve@wotelectronics.com>wrote:
> >
>
> Oscar:
> I had thought about the difference in CHT & EGT, but it also occurred to me
> that you need heat the most when the engine is at part throttle or even
> idle. What is the EGT after 20 seconds of 1,700RPM operation, then 10
> seconds at idle? Probably still warmer than the CHT, but probably a long,
> long way from 1,300F. The mass of the cylinder heads just means they stay
> warm longer.
>
> Ryan M.:
> I believe the L2 is a pressure cowling setup, maybe that allows it to work.
> The carb heat connection would come from the lower part of the back of the
> eyebrows, not far from the exhaust port on the head, which is probably more
> like 400 to 500 degrees, rather than the 350 or so at the plug.
>
> IF I try it, I'll do ground testing first to verify adequate RPM drop and
> let the group know what I find.
>
> Thanks for all the information so far! It is definitely nice to hear about
> the things I hadn't considered yet.
>
> Steve Ruse
> Norman, OK
>
> Quoting Oscar Zuniga <taildrags@hotmail.com>:
>
>> >
>>
>>
>> At normal operating conditions, a Continental's cylinder
>> head temperature will be somewhere around 350F. At those
>> same conditions, the EGT will be about 1000F HIGHER than
>> the CHT. Which one will do a better job of carb heat?
>>
>> Quick... you need that heat and you need it right now, and
>> you only get one shot at it ;o) Especially if you run a
>> Stromberg like mine that makes ice like crazy.
>>
>> 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: | Test-phase report, and mystery |
Need more information, Dan. Which mag impulse clicks over first?
I seems to me (and I'm just thinking out loud here) that if one mag were
timed correctly and the other came in later, that would do little to boost
power and you would have a drop in RPM when switched to just the late mag.
But if one were timed correctly and the other was timed too early, it would
run poorly on the early mag, and OK on the correct one. The only thing that
would make it run better on one mag than on both would be if one mag was so
early that it was wasting some of the energy in firing very early and the
engine ran better without it at all. But I can't think it would run well on
that mag alone.
Are you sure your switch is wired correctly?
Jack Phillips
NX899JP
Raleigh, NC
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of
helspersew@aol.com
Sent: Thursday, August 19, 2010 7:46 AM
Subject: Pietenpol-List: Test-phase report, and mystery
Hello all you good people,
Beautiful evening. Flew my beloved Piet last night in the pattern right
before sunset. All went well. I can't do a normal run up because of my
marginal brakes, so in-flight, I decided to test my dual mag set-up. Noticed
that I got about 200 more rpm just running on the left mag alone, and to my
surprise the engine ran at least 15 degrees cooler. I know my mags are not
timed exactly together because I can hear the impulse couplings clicking one
after another when I pull it through by hand. I am guessing that the timing
is more optimal on my left mag. With these symptoms what do you guys thing
is going on? Please advise.
Dan Helsper
Poplar Grove, IL.
Message 13
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| Subject: | Carb heat from Continental Cylinder heads? |
That's why you always pull carb heat on while the engine is at cruise power
BEFORE reducing to idle. Let it warm the carburetor for a few seconds
before reducing the throttle.
Jack Phillips
NX899JP
Raleigh, NC
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Steve Ruse
Sent: Thursday, August 19, 2010 9:29 AM
Subject: Re: Pietenpol-List: Carb heat from Continental Cylinder heads?
Oscar:
I had thought about the difference in CHT & EGT, but it also occurred
to me that you need heat the most when the engine is at part throttle
or even idle. What is the EGT after 20 seconds of 1,700RPM operation,
then 10 seconds at idle? Probably still warmer than the CHT, but
probably a long, long way from 1,300F. The mass of the cylinder heads
just means they stay warm longer.
Ryan M.:
I believe the L2 is a pressure cowling setup, maybe that allows it to
work. The carb heat connection would come from the lower part of the
back of the eyebrows, not far from the exhaust port on the head, which
is probably more like 400 to 500 degrees, rather than the 350 or so at
the plug.
IF I try it, I'll do ground testing first to verify adequate RPM drop
and let the group know what I find.
Thanks for all the information so far! It is definitely nice to hear
about the things I hadn't considered yet.
Steve Ruse
Norman, OK
Quoting Oscar Zuniga <taildrags@hotmail.com>:
>
>
> At normal operating conditions, a Continental's cylinder
> head temperature will be somewhere around 350F. At those
> same conditions, the EGT will be about 1000F HIGHER than
> the CHT. Which one will do a better job of carb heat?
>
> Quick... you need that heat and you need it right now, and
> you only get one shot at it ;o) Especially if you run a
> Stromberg like mine that makes ice like crazy.
>
> Oscar Zuniga
> Air Camper NX41CC
> San Antonio, TX
> mailto: taildrags@hotmail.com
> website at http://www.flysquirrel.net
>
>
Message 14
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| Subject: | Re: Carb heat from Continental Cylinder heads? |
On 08/19/2010 07:43 AM, Oscar Zuniga wrote:
> --> Pietenpol-List message posted by: Oscar Zuniga<taildrags@hotmail.com>
>
>
> At normal operating conditions, a Continental's cylinder
> head temperature will be somewhere around 350F. At those
> same conditions, the EGT will be about 1000F HIGHER than
> the CHT. Which one will do a better job of carb heat?
But, the cylinder has (a) a higher mass and (b) a higher Specific Heat
than the exhaust gas. We could Do Science to figure out which one will
dump more hot air into the carb, if I could only remember the equation...
Q=cM(Tsub1 - Tsub2), or something like that...
>
> Quick... you need that heat and you need it right now, and
> you only get one shot at it ;o) Especially if you run a
> Stromberg like mine that makes ice like crazy.
>
> Oscar Zuniga
> Air Camper NX41CC
> San Antonio, TX
> mailto: taildrags@hotmail.com
> website at http://www.flysquirrel.net
>
>
--
Dan Yocum
Fermilab 630.840.6509
yocum@fnal.gov, http://fermigrid.fnal.gov
"I fly because it releases my mind from the tyranny of petty things."
Message 15
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Thanks for the builder who posted the comment about the Pietenpol wood kits from
Aircraft Spruce. We simply split the original wood kit into four smaller kits
for the wing, fuselage, stabilizer and elevator, and rudder and fin. This allows
a builder to buy the wood in sections instead of as one large kit. All of
these kits are on our website and the contents of each kit can be accessed online.
If any builders need clarification or have any questions on our kits, please
let us know.
Aircraft Spruce & Specialty Co.
Customer Service Dept.
info@aircraftspruce.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309410#309410
Message 16
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Just did a quick check, and the Aircraft Spruce website NOW has the contents of
each wood kit listed (it didn't a few days ago, as was noted by Mark).
I haven't checked ALL of the details (and I don't think I will, since I already
have all my spruce), but I did notice one thing that is wrong. The wing kit lists
500 ft of 1/4" x 1/4" capstrip. The plans do not call for 1/4" x 1/4" anywhere.
The capstrip size should be 1/4" x 1/2".
I recall seeing a materials list that someone had posted a while back, that had
a small note at the bottom, regarding capstrip size relating to engine horsepower,
but the plans DO NOT have any reference to that - who knows where that came
from.
Just seems logical that a wood kit should be based on the actual plans, and not
on some modification that some, unknown person came up with.
http://www.aircraftspruce.com/builderkits.php?PN=01-00582
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309412#309412
Message 17
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There are, I believe, (do not have the plans with me here at work) 1/4" X 1
/4" cap strips that go between the ribs along the edges of the ailerons and
wing, (where the aileron was removed) to give the fabric a place to attach
. Or is this 1/2" X 1/4" as well? Either way, 500' of it seems a bit much.
Michael Perez
=0AKaretaker Aero
=0Awww.karetakeraero.com
--- On Thu, 8/19/10, Bill Church <billspiet@sympatico.ca> wrote:
From: Bill Church <billspiet@sympatico.ca>
Subject: Pietenpol-List: Re: Wood kits
>
Just did a quick check, and the Aircraft Spruce website NOW has the content
s of each wood kit listed (it didn't a few days ago, as was noted by Mark).
I haven't checked ALL of the details (and I don't think I will, since I alr
eady have all my spruce), but I did notice one thing that is wrong. The win
g kit lists 500 ft of 1/4" x 1/4" capstrip. The plans do not call for 1/4"
x 1/4" anywhere. The capstrip size should be 1/4" x 1/2".
I recall seeing a materials list that someone had posted a while back, that
had a small note at the bottom, regarding capstrip size relating to engine
horsepower, but the plans DO NOT have any reference to that - who knows wh
ere that came from.
Just seems logical that a wood kit should be based on the actual plans, and
not on some modification that some, unknown person came up with.
http://www.aircraftspruce.com/builderkits.php?PN=01-00582
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309412#309412
le, List Admin.
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Wow, $930.38 just for wing wood! I paid $850 for the full airframe wood kit
minus cap-strip and plywood 6 years ago. (But its not 6 years ago is it?).
rick
On Thu, Aug 19, 2010 at 10:36 AM, Bill Church <billspiet@sympatico.ca>wrote:
> billspiet@sympatico.ca>
>
> Just did a quick check, and the Aircraft Spruce website NOW has the
> contents of each wood kit listed (it didn't a few days ago, as was noted by
> Mark).
> I haven't checked ALL of the details (and I don't think I will, since I
> already have all my spruce), but I did notice one thing that is wrong. The
> wing kit lists 500 ft of 1/4" x 1/4" capstrip. The plans do not call for
> 1/4" x 1/4" anywhere. The capstrip size should be 1/4" x 1/2".
> I recall seeing a materials list that someone had posted a while back, that
> had a small note at the bottom, regarding capstrip size relating to engine
> horsepower, but the plans DO NOT have any reference to that - who knows
> where that came from.
> Just seems logical that a wood kit should be based on the actual plans, and
> not on some modification that some, unknown person came up with.
>
> http://www.aircraftspruce.com/builderkits.php?PN=01-00582
>
> Bill C.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=309412#309412
>
>
--
Rick Holland
Castle Rock, Colorado
"Logic is a wreath of pretty flowers, that smell bad"
Message 19
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| Subject: | This weekend in Southern Ontario |
If you're in or around southern Ontario, Canada this weekend, there's a Pietenpol-related
event going on.
The Ultralight Pilot's Association of Canada (UPAC) is holding its annual convention
tomorrow evening (Friday) thru Sunday. They are "featuring" (whatever that
means) Pietenpol Air Campers this year.
The convention is held at the Lubitz Flying Field, near Waterloo, Ontario. Back
in 1980, Ed Lubitz flew his Ford Fiesta powered Air Camper to Oshkosh, and caused
a stir with his auto engine conversion. So, THAT Pietenpol will most likely
be on display.
Ed recently built a replica of the Silver Dart - the first aircraft to fly in Canada
(which was designed by a group led by Alexander Graham Bell) just over 100
years ago.
Details about the convention can be found at their website:
www.upac.ca
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309441#309441
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| Subject: | This weekend in Southern Ontario |
Thanks Maybe I can shoot down.
Bob
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Bill
Church
Sent: August 19, 2010 3:41 PM
Subject: Pietenpol-List: This weekend in Southern Ontario
<billspiet@sympatico.ca>
If you're in or around southern Ontario, Canada this weekend, there's a
Pietenpol-related event going on.
The Ultralight Pilot's Association of Canada (UPAC) is holding its annual
convention tomorrow evening (Friday) thru Sunday. They are "featuring"
(whatever that means) Pietenpol Air Campers this year.
The convention is held at the Lubitz Flying Field, near Waterloo, Ontario.
Back in 1980, Ed Lubitz flew his Ford Fiesta powered Air Camper to
Oshkosh, and caused a stir with his auto engine conversion. So, THAT
Pietenpol will most likely be on display.
Ed recently built a replica of the Silver Dart - the first aircraft to fly
in Canada (which was designed by a group led by Alexander Graham Bell)
just over 100 years ago.
Details about the convention can be found at their website:
www.upac.ca
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309441#309441
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Bill C., you are correct that the reference to 1/4"x 1/4" capstrip is NOT on the
Pietenpol plans, but it is shown on the Grega GN-1 plans. They state that
1/4"x 1/4" is acceptable for engines up to 65hp (I think, plans not in front of
me), but for engines above 65hp to use 1/4"x 1/2" capstrip for the ribs.
I have not built my Piet ribs yet, but I will follow convention and stick to the
1/4"x 1/2" capstrips on mine.
--------
Billy McCaskill
Urbana, IL
tail section almost done, starting on ribs soon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309445#309445
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Haha...their Piet "wing kit" has GN-1 capstrip material, and their GN-1 kit
doesn't have either Piet or GN-1 capstrip material.
Billy,
Good call on the decision to build Piet ribs for your Pietenpol, and not
GN-1 ribs... ;)
Ryan
do not archive
On Thu, Aug 19, 2010 at 2:56 PM, Billy McCaskill <billmz@cox.net> wrote:
>
> Bill C., you are correct that the reference to 1/4"x 1/4" capstrip is NOT
> on the Pietenpol plans, but it is shown on the Grega GN-1 plans. They state
> that 1/4"x 1/4" is acceptable for engines up to 65hp (I think, plans not in
> front of me), but for engines above 65hp to use 1/4"x 1/2" capstrip for the
> ribs.
>
> I have not built my Piet ribs yet, but I will follow convention and stick
> to the 1/4"x 1/2" capstrips on mine.
>
> --------
> Billy McCaskill
> Urbana, IL
> tail section almost done, starting on ribs soon
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=309445#309445
>
>
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| Subject: | Re: This weekend in Southern Ontario |
Sure wish we were spending the weekend in Suthern Ontario instead of
Nuthern Louisiana
CMC
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This seems like a good plan from AS&S. I have not evaluated the kits by mat
erial, size of lumbar,-and total amount. Do these kits contain all the ri
ght pieces?-Also, do you have to do any ripping of the wood itself or is
this pre-cut?
-
KMHeide-
-
--- On Thu, 8/19/10, Bill Church <billspiet@sympatico.ca> wrote:
From: Bill Church <billspiet@sympatico.ca>
Subject: Pietenpol-List: Re: Wood kits
>
Just did a quick check, and the Aircraft Spruce website NOW has the content
s of each wood kit listed (it didn't a few days ago, as was noted by Mark).
I haven't checked ALL of the details (and I don't think I will, since I alr
eady have all my spruce), but I did notice one thing that is wrong. The win
g kit lists 500 ft of 1/4" x 1/4" capstrip. The plans do not call for 1/4"
x 1/4" anywhere. The capstrip size should be 1/4" x 1/2".
I recall seeing a materials list that someone had posted a while back, that
had a small note at the bottom, regarding capstrip size relating to engine
horsepower, but the plans DO NOT have any reference to that - who knows wh
ere that came from.
Just seems logical that a wood kit should be based on the actual plans, and
not on some modification that some, unknown person came up with.
http://www.aircraftspruce.com/builderkits.php?PN=01-00582
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309412#309412
le, List Admin.
=0A=0A=0A
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| Subject: | Test-phase report, and mystery |
Dan=2C for one thing I would not have impulses on both=2C it isn't necessar
y. An impulse also retards the spark a bit=2C when it is operating. At cr
uise=2C the impulse should not be doing anything. Most modern aircraft eng
ines have both mags timed the same. Older engines=2C like the 65 Continent
al=2C etc=2C had one at some thing like 28 BTC and the other at 30 BTC. Li
kewise on some radials. I think it is because one spark plug is closer to
the intake valve than the other=2C and it is to give a more even burn.
It sounds like your left mag is timed about right=2C and your right may be
timed too early=2C igniting the fuel early causing a loss of performance an
d a higher temperature. Time the right a little later (closer to TDC=2C re
gardless of where it is now) and see if it improves. Make sure the impulse
has popped when you time it=2C it will mess up the timing. I would still
take off one of the impulses.
Gene
Subject: Pietenpol-List: Test-phase report=2C and mystery
From: helspersew@aol.com
Hello all you good people=2C
Beautiful evening. Flew my beloved Piet last night in the pattern right bef
ore sunset. All went well. I can't do a normal run up because of my margina
l brakes=2C so in-flight=2C I decided to test my dual mag set-up. Noticed t
hat I got about 200 more rpm just running on the left mag alone=2C and to m
y surprise the engine ran at least 15 degrees cooler. I know my mags are no
t timed exactly together because I can hear the impulse couplings clicking
one after another when I pull it through by hand. I am guessing that the ti
ming is more optimal on my left mag. With these symptoms what do you guys t
hing is going on? Please advise.
Dan Helsper
Poplar Grove=2C IL.
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| Subject: | Re: Got a compass |
apparently it's a mark VII
http://www.taircraft.com/parts/instruments/compass.html
scroll all the way to the bottom.
Regardless know that I know it's WW2 vintage, my dad will go nuts :D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309490#309490
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| Subject: | Re: Fwd: CorvAircraft> New Oshkosh notes. |
Hi Ryan and Jesse,
So how many hours do you have on the really nice white and green Piet? Have
n't heard Jesse squeal out here in No. Cal. so isn't she flying in it?
Jim B.
----- Original Message -----
From: "Ryan Mueller" <rmueller23@gmail.com>
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