Today's Message Index:
----------------------
1. 04:27 AM - Re: Zinc coated t-nuts? (helspersew@aol.com)
2. 04:41 AM - Re: Zinc coated t-nuts? (Dan Yocum)
3. 05:03 AM - spoked rim sizes? (bubbleboy)
4. 05:10 AM - Re: Zinc coated t-nuts? (pineymb)
5. 05:37 AM - Re: spoked rim sizes? (Gary Boothe)
6. 07:03 AM - Wood for landing gear (Michael Perez)
7. 07:27 AM - Re: Wood for landing gear (Jim Markle)
8. 07:42 AM - Re: Wood for landing gear (Gary Boothe)
9. 07:45 AM - Re: Wood for landing gear (Gary Boothe)
10. 08:10 AM - Gorilla tape-- off topic (Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation])
11. 08:13 AM - Re: Wood for landing gear (Michael Perez)
12. 08:36 AM - Re: Wood for landing gear (Gary Boothe)
13. 08:36 AM - Re: Gorilla tape-- off topic (Gary Boothe)
14. 08:51 AM - Re: Gorilla tape-- off topic (TOM STINEMETZE)
15. 08:58 AM - Re: Gorilla tape-- off topic (Bill Church)
16. 09:09 AM - Re: Wood for landing gear (Bill Church)
17. 09:51 AM - Re: Re: Wood for landing gear (Michael Perez)
18. 10:36 AM - a little wiring tip (Oscar Zuniga)
19. 11:03 AM - Transition Training (K5YAC)
20. 12:47 PM - Re: Transition Training (Perry Rhoads)
21. 01:28 PM - Re: Transition Training (K5YAC)
22. 01:48 PM - Model A disassembly, Chapter 1 (helspersew@aol.com)
23. 01:50 PM - Model A, more pics (helspersew@aol.com)
24. 02:46 PM - Re: Transition Training (shad bell)
25. 02:49 PM - Re: Re: Transition Training (Ryan Mueller)
26. 03:09 PM - Re: Model A disassembly, Chapter 1 (Billy McCaskill)
27. 03:11 PM - Re: Transition Training (peterk48)
28. 03:33 PM - Re: Transition Training (Dan P)
29. 03:51 PM - Re: Transition Training (kevinpurtee)
30. 04:27 PM - Re: Model A disassembly, Chapter 1 (Gary Boothe)
31. 04:45 PM - Lycoming O-235 about ready (Jerry Dotson)
32. 05:01 PM - Re: Model A disassembly, Chapter 1 (helspersew@aol.com)
33. 05:03 PM - Re: Transition Training (Ben Charvet)
34. 05:14 PM - Re: Model A disassembly, Chapter 1 (Jerry Dotson)
35. 05:14 PM - Re: Model A disassembly, Chapter 1 (Ryan Mueller)
36. 05:37 PM - Re: Lycoming O-235 about ready (Rick Holland)
37. 06:00 PM - Re: Re: Model A disassembly, Chapter 1 ()
38. 06:45 PM - Re: Wood for landing gear (Jack Phillips)
39. 07:11 PM - Another Regulatory Topic (K5YAC)
40. 08:04 PM - Re: Another Regulatory Topic ()
41. 08:05 PM - Re: spoked rim sizes? (bubbleboy)
42. 09:09 PM - Re: Re: spoked rim sizes? (Gary Boothe)
43. 09:18 PM - Re: spoked rim sizes? (bubbleboy)
44. 10:42 PM - Re: Another Regulatory Topic (Ryan Mueller)
Message 1
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| Subject: | Re: Zinc coated t-nuts? |
Dan,
I used plenty of zinc-plated T nuts in mine. Not worried in the least, esp
ecially cause they ended up getting coated by T-88 and/or varnish also.
Dan Helsper
Poplar Grove, IL.
-----Original Message-----
From: Dan Yocum <yocum137@gmail.com>
Sent: Thu, Oct 14, 2010 6:20 pm
Subject: Pietenpol-List: Zinc coated t-nuts?
All, is it acceptable to use zinc coated t-nuts (aka nut plates?) to attac
h
hing to wood using screws? Will the nuts eventually rust?
Thanks,
an
--
an Yocum
ocum137@gmail.com
I fly because it releases my mind from the tyranny of petty things."
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Message 2
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| Subject: | Re: Zinc coated t-nuts? |
Dan, Billy,
Thanks.
I'm in the process of replacing the top of my center section with a sheet of
aluminum and I'm going to use stainless screws and small tee nuts sunk into
the rib capstrip - these are the ribs sheeted in 1/16" ply so I won't be lo
sing much strength by drilling #6 holes through them.
Dan
--
Dan Yocum
yocum137@gmail.com
"I fly because it releases my mind from the tyranny of petty things."
On Oct 15, 2010, at 6:21 AM, helspersew@aol.com wrote:
> Dan,
>
> I used plenty of zinc-plated T nuts in mine. Not worried in the least, esp
ecially cause they ended up getting coated by T-88 and/or varnish also.
>
> Dan Helsper
> Poplar Grove, IL.
>
>
>
> -----Original Message-----
> From: Dan Yocum <yocum137@gmail.com>
> To: pietenpol-list@matronics.com
> Sent: Thu, Oct 14, 2010 6:20 pm
> Subject: Pietenpol-List: Zinc coated t-nuts?
>
>
> All, is it acceptable to use zinc coated t-nuts (aka nut plates?) to attac
h
> thing to wood using screws? Will the nuts eventually rust?
>
> Thanks,
> Dan
>
> --
> Dan Yocum
> yocum137@gmail.com
> "I fly because it releases my mind from the tyranny of petty things."
>
> =========================
> t" target=_blank>http://www.matronics.com/Navigator?Pietenpol-List
> =========================
> tp://forums.matronics.com
> =========================
> _blank>http://www.matronics.com/contribution
> =========================
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
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=========
>
Message 3
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| Subject: | spoked rim sizes? |
Looking at my options for spoked wheels. Are the 19 or 21 inch better or is the
difference not worth worrying about? I have found some 21" wheels from a Harley
Davidson on Ebay which look ok.
http://cgi.ebay.com.au/21-X-2-15-40-SPOKE-FRONT-WHEEL-fits-HARLEY-SOFTAIL-/310255208780?pt=AU_Motorcycle_Parts_Accessories&hash=item483ca6c94c
Is the width correct? I believe these come with a 1" bearing for the axle but I
see most are using a 1.5" axle on their builds?
I guess the bearings could be changed maybe?
Any feedback is appreciated.
Scotty
--------
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=315802#315802
Message 4
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| Subject: | Re: Zinc coated t-nuts? |
Just a suggestion but what I did was use 8/32 rivet nuts (knurled type) which pulled
and seated very nicely in the thin ply. Might be easier than installing
T-nuts. This also allows the aluminum cover to be made smaller leaving space for
the gap seals.
Screws along the leading and trailing edge are #8 x 1/2 stainless sheet metal screws
fasten directly into the spars.
--------
Adrian M
Winnipeg, MB
Canada
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315804#315804
Attachments:
http://forums.matronics.com//files/dsc00055_784.jpg
http://forums.matronics.com//files/dsc00053_766.jpg
Message 5
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| Subject: | spoked rim sizes? |
Scotty,
I don't know much about Harley's and what type of wheel a Softtail takes,
but those hubs look a little odd for our use (I could be wrong!). I used 21"
Sportster front wheels, which worked easily to adapt. The company I bought
them from, Paugcho, builds custom motorcycles and adapts all their wheels
for 1" axles. Using hollow axle material, you can easily step down to 1",
even if you start with 1.5". I don't think 19 vs 20 inch makes much
difference. Before building my gear, I bought the wheels so that I could
work that dimension in to the deck height / deck angle. You can check out
more about my gear at www.westcoatpiet.com (thanks Chris!). Best of luck to
you...
Gary Boothe
Cool, CA
Pietenpol
WW Corvair Conversion, Running
Tail done, Fuselage on gear
21 ribs done
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of bubbleboy
Sent: Friday, October 15, 2010 5:01 AM
Subject: Pietenpol-List: spoked rim sizes?
<scott.dawson3@bigpond.com>
Looking at my options for spoked wheels. Are the 19 or 21 inch better or is
the difference not worth worrying about? I have found some 21" wheels from a
Harley Davidson on Ebay which look ok.
http://cgi.ebay.com.au/21-X-2-15-40-SPOKE-FRONT-WHEEL-fits-HARLEY-SOFTAIL-/3
10255208780?pt=AU_Motorcycle_Parts_Accessories&hash=item483ca6c94c
Is the width correct? I believe these come with a 1" bearing for the axle
but I see most are using a 1.5" axle on their builds?
I guess the bearings could be changed maybe?
Any feedback is appreciated.
Scotty
--------
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=315802#315802
Message 6
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| Subject: | Wood for landing gear |
Crew, I have plenty of sitka spruce that I want to use for the landing gear, but
none of it is the required 1" thickness. I am thinking of gluing two pieces
together, (laminate) and then plane down to 1". Should I not do this, is it a
bad idea? Also, could I use some other glue to laminate the wood...I have some
Tite Bond that I use for my furniture and I will be stopping by my local Home
Depot after work if it is recommended to use something else. (Getting low on
T-88 and laminating the wood would use up quite a bit.) Thanks.
Michael Perez
Karetaker Aero
www.karetakeraero.com
Message 7
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| Subject: | Re: Wood for landing gear |
I laminated mine as many others have and have never heard of any issues with it.
I used T88 but next time I would use something that will give you a dark line where
the lamination is....like Jack Phillips and Gary Boothe did on their laminations.
Looks neat.
Hey wait....wouldn't Gorilla Glue be a good option???? Virtually NO wasted "squeeze
out" and it just holds up amazingly well... (JUST KIDDING!)
jm
-----Original Message-----
From: Michael Perez
Sent: Oct 15, 2010 9:00 AM
Subject: Pietenpol-List: Wood for landing gear
Crew, I have plenty of sitka spruce that I want to use for the landing gear, but
none of it is the required 1" thickness. I am thinking of gluing two pieces
together, (laminate) and then plane down to 1". Should I not do this, is it a
bad idea? Also, could I use some other glue to laminate the wood...I have some
Tite Bond that I use for my furniture and I will be stopping by my local Home
Depot after work if it is recommended to use something else. (Getting low on
T-88 and laminating the wood would use up quite a bit.) Thanks.
Michael Perez
Karetaker Aero
www.karetakeraero.com
Message 8
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| Subject: | Wood for landing gear |
Michael,
Quick question: What are the dimensions of the stock you have in hand?
Gary Boothe
Cool, CA
Pietenpol
WW Corvair Conversion, Running
Tail done, Fuselage on gear
21 ribs done
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Michael
Perez
Sent: Friday, October 15, 2010 7:00 AM
Subject: Pietenpol-List: Wood for landing gear
Crew, I have plenty of sitka spruce that I want to use for the landing gear,
but none of it is the required 1" thickness. I am thinking of gluing two
pieces together, (laminate) and then plane down to 1". Should I not do this,
is it a bad idea? Also, could I use some other glue to laminate the wood...I
have some Tite Bond that I use for my furniture and I will be stopping by my
local Home Depot after work if it is recommended to use something else.
(Getting low on T-88 and laminating the wood would use up quite a bit.)
Thanks.
Michael Perez
Karetaker Aero
www.karetakeraero.com
Message 9
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| Subject: | Wood for landing gear |
I don't know what Jack did, but used Elmer's Wood Glue and a Sharpie to make the
lines....;-)
Gary Boothe
Cool, CA
Pietenpol
WW Corvair Conversion, Running
Tail done, Fuselage on gear
21 ribs done
Definitely do not archive!
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Jim Markle
Sent: Friday, October 15, 2010 7:15 AM
Subject: Re: Pietenpol-List: Wood for landing gear
I laminated mine as many others have and have never heard of any issues with it.
I used T88 but next time I would use something that will give you a dark line where
the lamination is....like Jack Phillips and Gary Boothe did on their laminations.
Looks neat.
Hey wait....wouldn't Gorilla Glue be a good option???? Virtually NO wasted "squeeze
out" and it just holds up amazingly well... (JUST KIDDING!)
jm
-----Original Message-----
From: Michael Perez
Sent: Oct 15, 2010 9:00 AM
Subject: Pietenpol-List: Wood for landing gear
Crew, I have plenty of sitka spruce that I want to use for the landing gear, but
none of it is the required 1" thickness. I am thinking of gluing two pieces
together, (laminate) and then plane down to 1". Should I not do this, is it a
bad idea? Also, could I use some other glue to laminate the wood...I have some
Tite Bond that I use for my furniture and I will be stopping by my local Home
Depot after work if it is recommended to use something else. (Getting low on
T-88 and laminating the wood would use up quite a bit.) Thanks.
Michael Perez
Karetaker Aero
www.karetakeraero.com
Message 10
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| Subject: | Gorilla tape-- off topic |
I've recently become a total convert from Duct Tape to Gorilla Tape.
About $9 a roll at Lowe's. The stuff is amazing.
Mike C.
do not archive
Message 11
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| Subject: | Wood for landing gear |
I have a rough cut, slighty cupped piece of sitka about 8" wide and about 7
feet long. The rough cut thickness is about .800". (+/-)- By the time I
plane it down to remove the cup, I would guess it will be more like .600" o
r so. (guessing...don't have the board with me at work.)
Michael Perez
=0AKaretaker Aero
=0Awww.karetakeraero.com
--- On Fri, 10/15/10, Gary Boothe <gboothe5@comcast.net> wrote:
From: Gary Boothe <gboothe5@comcast.net>
Subject: RE: Pietenpol-List: Wood for landing gear
=0A=0A=0A =0A =0A=0A=0A=0A=0A=0A=0AMichael, =0A=0A - =0A=0AQuick question
:- What are the dimensions of the stock you=0Ahave in hand? =0A=0A -
=0A=0AGary Boothe =0A=0ACool, CA =0A=0APietenpol =0A=0AWW Corvair Conversio
n, Running =0A=0ATail done, Fuselage on gear =0A=0A21 ribs done =0A=0A -
=0A=0A=0A=0AFrom:=0Aowner-pietenpol-list-server@matronics.com=0A[mailto:own
er-pietenpol-list-server@matronics.com] On Behalf Of Michael=0APerez
=0ASent: Friday, October 15, 2010 7:00 AM
=0ATo: pietenpol-list@matronics.com
=0ASubject: Pietenpol-List: Wood for landing gear =0A=0A=0A=0A - =0A=0A
=0A =0A =0A Crew, I have plenty of sitka spruce that I want to use for=0A
the landing gear, but none of it is the required 1" thickness. I am=0A t
hinking of gluing two pieces together, (laminate) and then plane down to=0A
1". Should I not do this, is it a bad idea? Also, could I use some other
=0A glue to laminate the wood...I have some Tite Bond that I use for my fu
rniture=0A and I will be stopping by my local Home Depot after work if it
is recommended=0A to use something else. (Getting low on T-88 and laminati
ng the wood would use=0A up quite a bit.) Thanks.
=0A
=0A Michael Perez
=0A Karetaker Aero
=0A www.karetakeraero.com =0A =0A =0A=0A=0A - -http://www.matronics.c
om/Navigator?Pietenpol-Listhttp://forums.matronics.comhttp://www.matronics.
=========0A=0A
Message 12
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| Subject: | Wood for landing gear |
You're in great shape! Just rip the boards to a little over 1" and laminate
on edge! You'll just have more laminations.not a bad thing.
Gary Boothe
Cool, CA
Pietenpol
WW Corvair Conversion, Running
Tail done, Fuselage on gear
21 ribs done
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Michael
Perez
Sent: Friday, October 15, 2010 8:12 AM
Subject: RE: Pietenpol-List: Wood for landing gear
I have a rough cut, slighty cupped piece of sitka about 8" wide and about 7
feet long. The rough cut thickness is about .800". (+/-) By the time I
plane it down to remove the cup, I would guess it will be more like .600" or
so. (guessing...don't have the board with me at work.)
Michael Perez
Karetaker Aero
www.karetakeraero.com
--- On Fri, 10/15/10, Gary Boothe <gboothe5@comcast.net> wrote:
From: Gary Boothe <gboothe5@comcast.net>
Subject: RE: Pietenpol-List: Wood for landing gear
Michael,
Quick question: What are the dimensions of the stock you have in hand?
Gary Boothe
Cool, CA
Pietenpol
WW Corvair Conversion, Running
Tail done, Fuselage on gear
21 ribs done
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Michael
Perez
Sent: Friday, October 15, 2010 7:00 AM
Subject: Pietenpol-List: Wood for landing gear
Crew, I have plenty of sitka spruce that I want to use for the landing gear,
but none of it is the required 1" thickness. I am thinking of gluing two
pieces together, (laminate) and then plane down to 1". Should I not do this,
is it a bad idea? Also, could I use some other glue to laminate the wood...I
have some Tite Bond that I use for my furniture and I will be stopping by my
local Home Depot after work if it is recommended to use something else.
(Getting low on T-88 and laminating the wood would use up quite a bit.)
Thanks.
Michael Perez
Karetaker Aero
www.karetakeraero.com
http://www.matronics.com/Navigator?Pietenpol-List
http://forums.matronics.com
http://www.matronics.com/contribution
ank"
href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.rel="nof
ollow" target="_blank"
href="http://forums.matronics.com">htt=======================
://www.matronics.com/contribution">http://www.matronics.com/contribution
Message 13
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| Subject: | Gorilla tape-- off topic |
Gorilla Tape, Gorilla Glue...all we need now is some Gorilla Wire!
Gary Boothe
Cool, CA
Pietenpol
WW Corvair Conversion, Running
Tail done, Fuselage on gear
21 ribs done
Do not archive
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]
Sent: Friday, October 15, 2010 8:08 AM
Subject: Pietenpol-List: Gorilla tape-- off topic
I've recently become a total convert from Duct Tape to Gorilla Tape.
About $9 a roll at Lowe's. The stuff is amazing.
Mike C.
do not archive
Message 14
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| Subject: | Gorilla tape-- off topic |
Ooooo Yeh! And maybe some Gorilla "aircraft" cable.
do not archive
____ | ____
\8/
/ \
>>> "Gary Boothe" <gboothe5@comcast.net> 10/15/2010 10:32 AM >>>
Gorilla Tape, Gorilla Glue...all we need now is some Gorilla Wire!
Gary Boothe
Cool, CA
Message 15
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| Subject: | Re: Gorilla tape-- off topic |
I was going to get some of that stuff, but then thought to myself,
"How often will I need to tape a gorilla?".
BC
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315845#315845
Message 16
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| Subject: | Re: Wood for landing gear |
Nothing wrong with laminating.
In fact, because smaller pieces of wood are used, the likelihood of hidden defects
in the wood is lower. As long as the glue joint is as strong or stronger than
the wood, the finished piece will be the same.
You should make sure that the glue you use is waterproof, so regular Tite-Bond
isn't the best idea. But Tite-Bond III should be okay for this application -
it IS waterproof.
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315851#315851
Message 17
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| Subject: | Re: Wood for landing gear |
Thanks all for the advise. I will be acquiring the proper water proof/exter
ior type glue and start my- wood landing gear today!
Michael Perez
=0AKaretaker Aero
=0Awww.karetakeraero.com
--- On Fri, 10/15/10, Bill Church <billspiet@sympatico.ca> wrote:
From: Bill Church <billspiet@sympatico.ca>
Subject: Pietenpol-List: Re: Wood for landing gear
>
Nothing wrong with laminating.
In fact, because smaller pieces of wood are used, the likelihood of hidden
defects in the wood is lower. As long as the glue joint is as strong or str
onger than the wood, the finished piece will be the same.
You should make sure that the glue you use is waterproof, so regular Tite-B
ond- isn't the best idea. But Tite-Bond III should be okay for this appli
cation - it IS waterproof.
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315851#315851
le, List Admin.
Message 18
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| Subject: | a little wiring tip |
http://www.eaavideo.org/video.aspx?v=595153256001
In case you didn't already know this=2C or forgot it- good to know when you
're running your wiring.
Oscar Zuniga
Flying Squirrel N2069Z=2C on the gear
Air Camper NX41CC=2C flying
San Antonio=2C TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 19
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| Subject: | Transition Training |
I am a long way from transitioning to flight in my Piet, but I'm curious about
the need or requirements for transition training. I know that each insurance
company is probably a little different on their requirements for coverage, but
a friend of mine just finished his Zenair 640 and was surprised to learn that
this particular agency (through the EAA) was requiring 5 hours of time in MAKE
(not type) with a factory rep, and a signoff from the rep. He asked, "Can't
I just fly with a CFI in a Cherokee 180, or something similar?" They said nope,
it has to be in something that Zenair manufactured... either a 750, 601, etc.
He said, "What? Those airplanes aren't even similar to what I'll be flying."
They didn't seem to care, Factory airplane and factory rep. signoff... those
are the criteria. He asked when this became a requirement and was told that
it is becoming widely accepted practice with the insurance companies. :-(
I started thinking... how in the world would I find someone who could be considered
to be the Pietenpol manufacturer? Even if I could, I am unable to ride in
the front seat of one of these birds... how would I receive training or a sign
off? What about a Cassut or a Fly Baby? How does someone even get training
in those types? Is my friend being misinformed? Surely there is some latitude,
or similar training that would allow one to fly their new machine?
This friend is somewhat well off with a nicely build airplane and 450+ hours.
If it is this difficult for him, I dreading the day the I make the same call.
--------
Mark Chouinard
Wings, Center Section and Empannage framed up - Working on Fuselage
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315863#315863
Message 20
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| Subject: | Re: Transition Training |
Mark,
I think your friend has been given very inaccurate information or got the
requirements wrong. A "factory rep" for a sign off makes no sense. Call
someone in the business with your set of variables and get the right facts.
You'll find it's not that difficult.
Perry Rhoads
N12939
----- Original Message -----
From: "K5YAC" <hangar10@cox.net>
Sent: Friday, October 15, 2010 1:01 PM
Subject: Pietenpol-List: Transition Training
>
> I am a long way from transitioning to flight in my Piet, but I'm curious
> about the need or requirements for transition training. I know that each
> insurance company is probably a little different on their requirements for
> coverage, but a friend of mine just finished his Zenair 640 and was
> surprised to learn that this particular agency (through the EAA) was
> requiring 5 hours of time in MAKE (not type) with a factory rep, and a
> signoff from the rep. He asked, "Can't I just fly with a CFI in a
> Cherokee 180, or something similar?" They said nope, it has to be in
> something that Zenair manufactured... either a 750, 601, etc. He said,
> "What? Those airplanes aren't even similar to what I'll be flying." They
> didn't seem to care, Factory airplane and factory rep. signoff... those
> are the criteria. He asked when this became a requirement and was told
> that it is becoming widely accepted practice with the insurance companies.
> :-(
>
> I started thinking... how in the world would I find someone who could be
> considered to be the Pietenpol manufacturer? Even if I could, I am unable
> to ride in the front seat of one of these birds... how would I receive
> training or a sign off? What about a Cassut or a Fly Baby? How does
> someone even get training in those types? Is my friend being misinformed?
> Surely there is some latitude, or similar training that would allow one to
> fly their new machine?
>
> This friend is somewhat well off with a nicely build airplane and 450+
> hours. If it is this difficult for him, I dreading the day the I make the
> same call.
>
> --------
> Mark Chouinard
> Wings, Center Section and Empannage framed up - Working on Fuselage
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=315863#315863
>
>
>
Message 21
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| Subject: | Re: Transition Training |
I don't think my friend intentionally gave me inaccurate information... rather,
he repeated what he was told by an insurance rep. yesterday afternoon. I'll
agree with you that it makes no sense, but I'm only stating it here because we
were both wondering if anyone else had heard of this kind of requirement.
His aircraft is getting it's final inspection today. In fact, he should have his
airworthiness certificate in hand by now, but, according to the insurance rep.,
he won't be allowed to fly his airplane until he has been checked out by
a Factory rep... 5 hours logged flight time and a signature stating that he has
received training and is competent in a factory airframe.
I agree that it sounds stupid, but again, I'm just wondering if anyone else has
had a similar experience?
--------
Mark Chouinard
Wings, Center Section and Empannage framed up - Working on Fuselage
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315882#315882
Message 22
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| Subject: | Model A disassembly, Chapter 1 |
Well, today I finally had a chance to remove my engine from the airframe,
and begin the process of disassembly to see how bad the damage is. After
consulting some knowledgeable people, my fears have been somewhat abated,
in that the consensus is that since the cam gear was soft aluminum, the
damage to bearings and such would probably be minimal, if at all. So I am
approaching this project from the standpoint of cleaning and removing all
of the big chunks of aluminum, and then sucking/cleaning/removing all of
the small aluminum shavings from the engine, without complete disassembly
of the entire engine. The attached photos show a lot of aluminum shavings
and chunks, but keep in mind that the vast majority of these were surely
confined to the bottom of the oil pan until I turned the engine over on
my stand as you see it.
Any and all commentary will be appreciated, whether it is in agreement wit
h my approach or not. Thanks.
Dan Helsper
Poplar Grove, IL.
Message 23
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| Subject: | Model A, more pics |
Message 24
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| Subject: | Re: Transition Training |
Well if it has to be in make, not model, the builder is the make.- Ours i
s a Bell Aircamper, something must be confused there, but this day in age w
ho knows?
-
Shad
=0A=0A=0A
Message 25
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| Subject: | Re: Transition Training |
That sounds ridiculous, like there is some miscommunication happening
regarding the type and status of the aircraft he built. I would try to speak
to someone higher up with that insurance company, and if they spout the same
BS then dump then and find a new insurer. If they're going to be that
non-sensical at this point in the process, then I wouldn't want to deal with
them if it ever came time to file a claim.
Ryan
On Fri, Oct 15, 2010 at 3:25 PM, K5YAC <hangar10@cox.net> wrote:
>
> I don't think my friend intentionally gave me inaccurate information...
> rather, he repeated what he was told by an insurance rep. yesterday
> afternoon. I'll agree with you that it makes no sense, but I'm only stating
> it here because we were both wondering if anyone else had heard of this kind
> of requirement.
>
> His aircraft is getting it's final inspection today. In fact, he should
> have his airworthiness certificate in hand by now, but, according to the
> insurance rep., he won't be allowed to fly his airplane until he has been
> checked out by a Factory rep... 5 hours logged flight time and a signature
> stating that he has received training and is competent in a factory
> airframe.
>
> I agree that it sounds stupid, but again, I'm just wondering if anyone else
> has had a similar experience?
>
> --------
> Mark Chouinard
> Wings, Center Section and Empannage framed up - Working on Fuselage
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=315882#315882
>
>
Message 26
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| Subject: | Re: Model A disassembly, Chapter 1 |
Given that the aluminum is much softer than most of the other metals in your engine,
and also that you think that the vast majority was confined to the oil pan
until you flipped it on the engine stand, I agree with your assessment of not
completely disassembling the engine. Just make darn sure that the screen on
the oil pump is thoroughly cleaned so that oil starvation does not occur at
a later time. Also check the bottoms of your piston skirts if you can to make
sure that no slivers of the cam gear have attached or embedded themselves, which
can cause galling.
--------
Billy McCaskill
Urbana, IL
tail section almost done, starting on ribs soon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315895#315895
Message 27
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| Subject: | Re: Transition Training |
Call another insurance company. I've never had one act like that with certified
or experimental. Don't forget, many aircraft owners self-insure, in other words,
don't buy any. Some states don't require that you do.
--------
Pete
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315896#315896
Message 28
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| Subject: | Re: Transition Training |
I've heard of other kit manufactures that give dual training to qualify the pilot
for solo. If you live close they will train you in your airplane. If you
live at a distance you can go to them and use one of their airplanes. Now a
factory representative 'could be' a local CFI that the manufacturer authorizes
to give training. Which would then meet the requirements of the insurance company.
The Zenair is a kit airplane and of course the Piet isn't. So it seems the insurance
companies view them differently and the requirements are different and
do vary from company to company.
I already had a Private Pilots License and tail wheel endorsement. The insurance
company I went with required me to have 10 hrs of dual and a minimum of 20
take offs and landings to a full stop before solo. The dual was to be with an
approved CFI with tail wheel experience. I petitioned and was approved dual
training with an experience ~400 hr non CFI Piet Pilot.
--------
Dan Plett
N28WH
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315901#315901
Message 29
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| Subject: | Re: Transition Training |
For what it's worth: my insurance company required 25 hours total in a Piet and
10 hours with a CFI in a piet (or something along those lines - don't remember
exactly) for 1st flight coverage. I told her that was impossible. She apologized
and told me that's the way it was. I asked how many hours I needed before
I checked back. She said 25. I called back when I had 50 hours and they
insured me. I "self-insured" up to that point.
The only reason I have insurance is to fly Young Eagles. Liability only.
--------
Kevin Purtee
NX899KP
Austin/Georgetown, TX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315904#315904
Message 30
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| Subject: | Model A disassembly, Chapter 1 |
Those auto engines..! Tsk, tsk, tsk..
Gary Boothe
Cool, CA
Pietenpol
WW Corvair Conversion, Running
Tail done, Fuselage on gear
21 ribs done
Do not archive
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of
helspersew@aol.com
Sent: Friday, October 15, 2010 1:45 PM
Subject: Pietenpol-List: Model A disassembly, Chapter 1
Well, today I finally had a chance to remove my engine from the airframe,
and begin the process of disassembly to see how bad the damage is. After
consulting some knowledgeable people, my fears have been somewhat abated, in
that the consensus is that since the cam gear was soft aluminum, the damage
to bearings and such would probably be minimal, if at all. So I am
approaching this project from the standpoint of cleaning and removing all of
the big chunks of aluminum, and then sucking/cleaning/removing all of the
small aluminum shavings from the engine, without complete disassembly of the
entire engine. The attached photos show a lot of aluminum shavings and
chunks, but keep in mind that the vast majority of these were surely
confined to the bottom of the oil pan until I turned the engine over on my
stand as you see it.
Any and all commentary will be appreciated, whether it is in agreement with
my approach or not. Thanks.
Dan Helsper
Poplar Grove, IL.
Message 31
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| Subject: | Lycoming O-235 about ready |
My engine is almost ready to run. Several loose ends on it yet. I just hung the
mags and valve covers on it. I have been working on that thing for a month now.
I got the wrong main bearings and had to exchange them but that didn't really
cost much time. I got my prop from Jay Anderson and it looks real good. Now
if I just had an airplane to hang all this stuff on............
--------
Jerry Dotson
59 Daniel Johnson Rd
Baker, FL 32531
Started building NX510JD July, 2009
wing, tailfeathers done
using Lycoming O-235
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315907#315907
Attachments:
http://forums.matronics.com//files/o_235_185.jpg
Message 32
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| Subject: | Re: Model A disassembly, Chapter 1 |
OK, OK,......... I really thought the first post like this would come from
Phillips ;o)
-----Original Message-----
From: Gary Boothe <gboothe5@comcast.net>
Sent: Fri, Oct 15, 2010 6:24 pm
Subject: RE: Pietenpol-List: Model A disassembly, Chapter 1
Those auto engines.! Tsk, tsk, tsk.
Gary Boothe
Cool, CA
Pietenpol
WW Corvair Conversion, Running
Tail done, Fuselage on gear
21 ribs done
Do not archive
From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-li
st-server@matronics.com] On Behalf Of helspersew@aol.com
Sent: Friday, October 15, 2010 1:45 PM
Subject: Pietenpol-List: Model A disassembly, Chapter 1
Well, today I finally had a chance to remove my engine from the airframe,
and begin the process of disassembly to see how bad the damage is. After
consulting some knowledgeable people, my fears have been somewhat abated,
in that the consensus is that since the cam gear was soft aluminum, the
damage to bearings and such would probably be minimal, if at all. So I am
approaching this project from the standpoint of cleaning and removing all
of the big chunks of aluminum, and then sucking/cleaning/removing all of
the small aluminum shavings from the engine, without complete disassembly
of the entire engine. The attached photos show a lot of aluminum shavings
and chunks, but keep in mind that the vast majority of these were surely
confined to the bottom of the oil pan until I turned the engine over on
my stand as you see it.
Any and all commentary will be appreciated, whether it is in agreement wit
h my approach or not. Thanks.
Dan Helsper
Poplar Grove, IL.
========================
===========
-= - The Pietenpol-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
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Message 33
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| Subject: | Re: Transition Training |
I had a similar initial stipulation quoted by the EAA. I called them
and asked about first flight insurance. At the time I had 170 hours in
a Baby Ace, but there were no Pietenpols available to get any dual time
with a CFI. THey said if I participated in the EAA Flight Advisor
program, they would waive the requirement. That's what I did.
Ben Charvet
Mims, Fl
On 10/15/2010 2:01 PM, K5YAC wrote:
> --> Pietenpol-List message posted by: "K5YAC"<hangar10@cox.net>
>
> I am a long way from transitioning to flight in my Piet, but I'm curious about
the need or requirements for transition training. I know that each insurance
company is probably a little different on their requirements for coverage, but
a friend of mine just finished his Zenair 640 and was surprised to learn that
this particular agency (through the EAA) was requiring 5 hours of time in MAKE
(not type) with a factory rep, and a signoff from the rep. He asked, "Can't
I just fly with a CFI in a Cherokee 180, or something similar?" They said
nope, it has to be in something that Zenair manufactured... either a 750, 601,
etc. He said, "What? Those airplanes aren't even similar to what I'll be flying."
They didn't seem to care, Factory airplane and factory rep. signoff...
those are the criteria. He asked when this became a requirement and was told
that it is becoming widely accepted practice with the insurance companies. :-(
>
> I started thinking... how in the world would I find someone who could be considered
to be the Pietenpol manufacturer? Even if I could, I am unable to ride
in the front seat of one of these birds... how would I receive training or a
sign off? What about a Cassut or a Fly Baby? How does someone even get training
in those types? Is my friend being misinformed? Surely there is some latitude,
or similar training that would allow one to fly their new machine?
>
> This friend is somewhat well off with a nicely build airplane and 450+ hours.
If it is this difficult for him, I dreading the day the I make the same call.
>
> --------
> Mark Chouinard
> Wings, Center Section and Empannage framed up - Working on Fuselage
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=315863#315863
>
>
Message 34
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|
| Subject: | Re: Model A disassembly, Chapter 1 |
Dan,
I would pull at the very least 1 rod and 1 main closest to the pump. I don't know
how much of your engine is pressure oiled. I also assume you have only screens
to catch the trash. I have no experience on "A" engines though I made a living
on heavy stationary engines 41 years. If it were mine I would totally disassemble
it and wash it with a solvent and then soap and a pressure washer.
That is how I prepped my O-235. It only has screens.
--------
Jerry Dotson
59 Daniel Johnson Rd
Baker, FL 32531
Started building NX510JD July, 2009
wing, tailfeathers done
using Lycoming O-235
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315913#315913
Message 35
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|
| Subject: | Re: Model A disassembly, Chapter 1 |
That training in VA Beach must have taken a lot out of him.... ;)
Ryan
do not archive
On Fri, Oct 15, 2010 at 6:58 PM, <helspersew@aol.com> wrote:
> OK, OK,......... I really thought the first post like this would come
> from Phillips ;o)
>
>
> -----Original Message-----
> From: Gary Boothe <gboothe5@comcast.net>
> To: pietenpol-list@matronics.com
> Sent: Fri, Oct 15, 2010 6:24 pm
> Subject: RE: Pietenpol-List: Model A disassembly, Chapter 1
>
> Those auto engines=85.! Tsk, tsk, tsk=85.
>
> Gary Boothe
> Cool, CA
> Pietenpol
> WW Corvair Conversion, Running
> Tail done, Fuselage on gear
> 21 ribs done
> Do not archive
>
> *From:* owner-pietenpol-list-server@matronics.com [
> mailto:owner-pietenpol-list-server@matronics.com<owner-pietenpol-list-ser
ver@matronics.com?>]
> *On Behalf Of *helspersew@aol.com
> *Sent:* Friday, October 15, 2010 1:45 PM
> *To:* pietenpol-list@matronics.com
> *Subject:* Pietenpol-List: Model A disassembly, Chapter 1
>
>
> Well, today I finally had a chance to remove my engine from the airframe
,
> and begin the process of disassembly to see how bad the damage is. After
> consulting some knowledgeable people, my fears have been somewhat abated,
in
> that the consensus is that since the cam gear was soft aluminum, the dama
ge
> to bearings and such would probably be minimal, if at all. So I am
> approaching this project from the standpoint of cleaning and removing all
of
> the big chunks of aluminum, and then sucking/cleaning/removing all of the
> small aluminum shavings from the engine, without complete disassembly of
the
> entire engine. The attached photos show a lot of aluminum shavings and
> chunks, but keep in mind that the vast majority of these were surely
> confined to the bottom of the oil pan until I turned the engine over on m
y
> stand as you see it.
>
> Any and all commentary will be appreciated, whether it is in agreement
> with my approach or not. Thanks.
>
> Dan Helsper
> Poplar Grove, IL.
>
> *
>
> ========================
===========
> t" target=_blank>http://www.matronics.com/Navigator?Pietenpol-List
> ========================
===========
> tp://forums.matronics.com
> ========================
===========
> _blank>http://www.matronics.com/contribution
> ========================
===========
> *
>
> *
>
===========
===========
===========
===========
> *
>
>
Message 36
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| Subject: | Re: Lycoming O-235 about ready |
Yup, just need a purdy Piet to go with that real purdy engine.
rick
do not archive
On Fri, Oct 15, 2010 at 5:42 PM, Jerry Dotson <jdotson@centurylink.net>wrote:
> jdotson@centurylink.net>
>
> My engine is almost ready to run. Several loose ends on it yet. I just
> hung the mags and valve covers on it. I have been working on that thing for
> a month now. I got the wrong main bearings and had to exchange them but that
> didn't really cost much time. I got my prop from Jay Anderson and it looks
> real good. Now if I just had an airplane to hang all this stuff
> on............
>
> --------
> Jerry Dotson
> 59 Daniel Johnson Rd
> Baker, FL 32531
>
> Started building NX510JD July, 2009
> wing, tailfeathers done
> using Lycoming O-235
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=315907#315907
>
>
> Attachments:
>
> http://forums.matronics.com//files/o_235_185.jpg
>
>
--
Rick Holland
Castle Rock, Colorado
"Logic is a wreath of pretty flowers, that smell bad"
Message 37
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| Subject: | Re: Model A disassembly, Chapter 1 |
I would also completely disassemble it. Who knows what bits and pieces are in oil
passages and under bearings.
Rodney
---- Jerry Dotson <jdotson@centurylink.net> wrote:
>
> Dan,
> I would pull at the very least 1 rod and 1 main closest to the pump. I don't
know how much of your engine is pressure oiled. I also assume you have only screens
to catch the trash. I have no experience on "A" engines though I made a
living on heavy stationary engines 41 years. If it were mine I would totally disassemble
it and wash it with a solvent and then soap and a pressure washer.
That is how I prepped my O-235. It only has screens.
>
> --------
> Jerry Dotson
> 59 Daniel Johnson Rd
> Baker, FL 32531
>
> Started building NX510JD July, 2009
> wing, tailfeathers done
> using Lycoming O-235
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=315913#315913
>
>
Message 38
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| Subject: | Wood for landing gear |
I laminated mine out of =BC=94 planks of spruce, using resorcinol glue.
Jack Phillips
NX899JP
Raleigh, NC
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Michael
Perez
Sent: Friday, October 15, 2010 10:00 AM
Subject: Pietenpol-List: Wood for landing gear
Crew, I have plenty of sitka spruce that I want to use for the landing
gear,
but none of it is the required 1" thickness. I am thinking of gluing two
pieces together, (laminate) and then plane down to 1". Should I not do
this,
is it a bad idea? Also, could I use some other glue to laminate the
wood...I
have some Tite Bond that I use for my furniture and I will be stopping
by my
local Home Depot after work if it is recommended to use something else.
(Getting low on T-88 and laminating the wood would use up quite a bit.)
Thanks.
Michael Perez
Karetaker Aero
www.karetakeraero.com
Message 39
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| Subject: | Another Regulatory Topic |
Simple question... MUST an engine have a data plate?
Same friend that I mentioned earlier with he Zenair 640 insurance problem... he
failed his inspection today because his engine (an IO-360 made up from various
parts with logs) does not have a data plate. It is an experimental engine (one
that he and an engine builder assembled) mounted on his experimental aircraft.
They (the inspectors - yes, there were more than one) required him to contact
the builder and request the data plate, along with a written and signed
affidavit that he built the engine. Is this crazy or correct?
A group of us eat dinner together on Friday nights and no one thought that it was
mandatory for an engine to have a data plate... even if it were a factory engine.
I seem to remember reading somewhere that a person could, if he so chooses,
remove the data plate from a certified engine and call it experimental.
Oh, sure... the value decreases greatly, but it is perfectly legal, right?
If a data plate IS required, how do us car engine guys get around this requirement?
--------
Mark Chouinard
Wings, Center Section and Empannage framed up - Working on Fuselage
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315925#315925
Message 40
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| Subject: | Re: Another Regulatory Topic |
It would only make sense if he put in his paperwork that he was using a "certified"
engine. If the engine had no data plate it could be called a experimental
engine i suppose even though it was a IO-360. That would require a 40 hour fly
off. Without being there I can't tell but if he was presenting it as a certified
engine with previous logs then he needed a data plate. That is not to say
that he was not a victim of the many inequalities in inspections and enforcement
by the FAA. Just my opinion.
Rodney
---- K5YAC <hangar10@cox.net> wrote:
>
> Simple question... MUST an engine have a data plate?
>
> Same friend that I mentioned earlier with he Zenair 640 insurance problem...
he failed his inspection today because his engine (an IO-360 made up from various
parts with logs) does not have a data plate. It is an experimental engine
(one that he and an engine builder assembled) mounted on his experimental aircraft.
They (the inspectors - yes, there were more than one) required him to contact
the builder and request the data plate, along with a written and signed
affidavit that he built the engine. Is this crazy or correct?
>
> A group of us eat dinner together on Friday nights and no one thought that it
was mandatory for an engine to have a data plate... even if it were a factory
engine. I seem to remember reading somewhere that a person could, if he so chooses,
remove the data plate from a certified engine and call it experimental.
Oh, sure... the value decreases greatly, but it is perfectly legal, right?
>
> If a data plate IS required, how do us car engine guys get around this requirement?
>
> --------
> Mark Chouinard
> Wings, Center Section and Empannage framed up - Working on Fuselage
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=315925#315925
>
>
Message 41
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| Subject: | Re: spoked rim sizes? |
Hi Gary...yes I see what you mean about the hub difference between the 2 models.
Your right... the Sportster model looks more functional I would think. Thanks
for pointing that out. I had a look on Ebay and there are many for sale due
to people "tarting" up their bikes with custom wheels. Our gain maybe!
Can I ask what diameter axle you are using? 1 or 1.5 inch? Are you running bike
tubes and tyres or something aviation related?
Thanks for your input.
Scotty
--------
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=315928#315928
Message 42
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| Subject: | Re: spoked rim sizes? |
Scotty,
I stepped down my axle 2 times to get to 1". The set-up was inspired by Dick
Navatril. When you get to that last pipe, make sure to be slightly under 1",
or you'll have to do some 'machining.' Tires and tubes are right out of the
MC catalogue, though others have talked about 'shaving' their tires smooth.
These Sportster wheels have 5 threaded holes on each side that are
particularly useful for mounting brake drums.
Gary Boothe
Cool, CA
Pietenpol
WW Corvair Conversion, Running
Tail done, Fuselage on gear
21 ribs done
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of bubbleboy
Sent: Friday, October 15, 2010 8:03 PM
Subject: Pietenpol-List: Re: spoked rim sizes?
<scott.dawson3@bigpond.com>
Hi Gary...yes I see what you mean about the hub difference between the 2
models. Your right... the Sportster model looks more functional I would
think. Thanks for pointing that out. I had a look on Ebay and there are many
for sale due to people "tarting" up their bikes with custom wheels. Our gain
maybe!
Can I ask what diameter axle you are using? 1 or 1.5 inch? Are you running
bike tubes and tyres or something aviation related?
Thanks for your input.
Scotty
--------
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=315928#315928
Message 43
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| Subject: | Re: spoked rim sizes? |
Hi Gary...what do you mean by stepping it down? Did you use a solid axle and have
it turned down or tube and slide one in side the other. I cant get on the West
Coat Piet site for some reason to have a look at your pics.
Scotty
--------
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=315935#315935
Message 44
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| Subject: | Re: Another Regulatory Topic |
To my understanding, if an engine is to be used on a certified aircraft (per
whatever was on the TC) then the engine must be a certified engine of the
proper type, and a data plate on the engine as part of the paperwork trail
for the engine (combined with logs).
If you decide to take that certified engine and power your one off Okiepol
design with it, you can retain it's value as a certified engine by leaving
the data plate on it and continuing to maintain it as the certified engine
that it is (proper maintenance, comply with any ADs, etc).
If you want to have your certified engine be experimental like your
airplane, and mod/maintain/etc as you wish, then you can remove the data
plate and operate it as a Chouinard-200. If I recall, once you remove the
data plate and go down that road the engine is pretty well experimental for
the rest of it's life, because you would have to recertify the engine to
return it to certified status.
Should be no requirement for a data plate for experimental engines....so
Corvaircrafters need not worry about it.
Did your friend hire inspectors that work part-time for his asinine
insurance agency? :P
Have a good weekend,
Ryan
On Fri, Oct 15, 2010 at 9:08 PM, K5YAC <hangar10@cox.net> wrote:
>
> Simple question... MUST an engine have a data plate?
>
> Same friend that I mentioned earlier with he Zenair 640 insurance
> problem... he failed his inspection today because his engine (an IO-360 made
> up from various parts with logs) does not have a data plate. It is an
> experimental engine (one that he and an engine builder assembled) mounted on
> his experimental aircraft. They (the inspectors - yes, there were more than
> one) required him to contact the builder and request the data plate, along
> with a written and signed affidavit that he built the engine. Is this crazy
> or correct?
>
> A group of us eat dinner together on Friday nights and no one thought that
> it was mandatory for an engine to have a data plate... even if it were a
> factory engine. I seem to remember reading somewhere that a person could,
> if he so chooses, remove the data plate from a certified engine and call it
> experimental. Oh, sure... the value decreases greatly, but it is perfectly
> legal, right?
>
> If a data plate IS required, how do us car engine guys get around this
> requirement?
>
> --------
> Mark Chouinard
> Wings, Center Section and Empannage framed up - Working on Fuselage
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=315925#315925
>
>
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