---------------------------------------------------------- Pietenpol-List Digest Archive --- Total Messages Posted Thu 08/19/10: 27 ---------------------------------------------------------- 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 _____________________________________ Time: 04:00:31 AM PST US From: "Jack Phillips" Subject: RE: RE: Pietenpol-List: 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 _____________________________________ Time: 04:30:26 AM PST US Subject: Re: Pietenpol-List: Rust Protection Question From: Dan Yocum 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 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" 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 _____________________________________ Time: 04:47:08 AM PST US Subject: Pietenpol-List: Test-phase report, and mystery From: helspersew@aol.com 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 _____________________________________ Time: 05:15:34 AM PST US From: Ben Charvet Subject: Re: Pietenpol-List: 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 _____________________________________ Time: 05:38:28 AM PST US From: Oscar Zuniga Subject: Pietenpol-List: Got an engine! 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 _____________________________________ Time: 05:43:35 AM PST US From: Oscar Zuniga 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 ________________________________ Message 7 _____________________________________ Time: 05:54:44 AM PST US Subject: Pietenpol-List: Re: Test-phase report, and mystery From: "Pieti Lowell" 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 _____________________________________ Time: 06:02:22 AM PST US From: Tim Willis Subject: Re: Pietenpol-List: 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 >Sent: Aug 19, 2010 8:43 AM >To: Pietenpol List >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 > ________________________________ Message 9 _____________________________________ Time: 06:22:59 AM PST US From: Gene Rambo Subject: RE: Pietenpol-List: Got a compass 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 ____________________________________ Time: 06:33:51 AM PST US From: Steve Ruse 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 : > > > 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 ____________________________________ Time: 07:03:48 AM PST US Subject: Re: Pietenpol-List: Carb heat from Continental Cylinder heads? From: Matt Wash 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 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 : > >> > >> >> >> 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 ____________________________________ Time: 07:06:23 AM PST US From: "Jack Phillips" Subject: RE: Pietenpol-List: 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 ____________________________________ Time: 07:06:23 AM PST US From: "Jack Phillips" Subject: RE: Pietenpol-List: 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 : > > > 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 ____________________________________ Time: 07:06:54 AM PST US From: Dan Yocum Subject: Re: Pietenpol-List: Carb heat from Continental Cylinder heads? On 08/19/2010 07:43 AM, Oscar Zuniga wrote: > --> Pietenpol-List message posted by: Oscar Zuniga > > > 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 ____________________________________ Time: 09:10:21 AM PST US Subject: Pietenpol-List: Re: Wood kits From: "Aircraft Spruce Info" 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 ____________________________________ Time: 09:36:27 AM PST US Subject: Pietenpol-List: Re: Wood kits From: "Bill Church" 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 ____________________________________ Time: 10:25:31 AM PST US From: Michael Perez Subject: Re: Pietenpol-List: Re: Wood kits 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 wrote: From: Bill Church 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. ________________________________ Message 18 ____________________________________ Time: 11:35:04 AM PST US Subject: Re: Pietenpol-List: Re: Wood kits From: Rick Holland 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 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 ____________________________________ Time: 12:42:28 PM PST US Subject: Pietenpol-List: This weekend in Southern Ontario From: "Bill Church" 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 ________________________________ Message 20 ____________________________________ Time: 12:49:15 PM PST US From: "Robert Gow" Subject: RE: Pietenpol-List: 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 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 ________________________________ Message 21 ____________________________________ Time: 12:56:20 PM PST US Subject: Pietenpol-List: Re: Wood kits From: "Billy McCaskill" 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 ________________________________ Message 22 ____________________________________ Time: 01:06:28 PM PST US Subject: Re: Pietenpol-List: Re: Wood kits From: Ryan Mueller 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 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 > > ________________________________ Message 23 ____________________________________ Time: 01:08:17 PM PST US From: Isablcorky@aol.com Subject: Re: Pietenpol-List: This weekend in Southern Ontario Sure wish we were spending the weekend in Suthern Ontario instead of Nuthern Louisiana CMC ________________________________ Message 24 ____________________________________ Time: 04:13:29 PM PST US From: KM Heide CPO/FAAOP Subject: Re: Pietenpol-List: Re: Wood kits 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 wrote: From: Bill Church 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 ________________________________ Message 25 ____________________________________ Time: 06:27:06 PM PST US From: Gene Rambo Subject: RE: Pietenpol-List: 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. ________________________________ Message 26 ____________________________________ Time: 07:02:07 PM PST US Subject: Pietenpol-List: Re: Got a compass From: "j_dunavin" 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 ________________________________ Message 27 ____________________________________ Time: 08:12:39 PM PST US From: Jim Boyer Subject: Re: Pietenpol-List: 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" =========== -List Email Forum - =========== -=C2-=C2- - MATRONICS WEB FORUMS - =========== - - List Contribution Web Site - -=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2- =C2-=C2-=C2-=C2-=C2- -Matt Dralle, List Admin. =========== ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message pietenpol-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/Pietenpol-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/pietenpol-list Browse Digests http://www.matronics.com/digest/pietenpol-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.