Today's Message Index:
----------------------
1. 03:07 AM - Re: Brodhead photos of possible interest (Jack)
2. 03:08 AM - Re: Help needed- rubber ignition wire boots (Bill Church)
3. 03:52 AM - Re: Re: Help needed- rubber ignition wire boots (helspersew@aol.com)
4. 05:48 AM - Last Original Cowling (JOSEPH SWITHIN)
5. 06:05 AM - Re: Last Original Cowling (Gary Boothe)
6. 07:20 AM - Re: Last Original Cowling (Kip and Beth Gardner)
7. 07:37 AM - Re: Last Original Cowling (Jack Phillips)
8. 07:55 AM - speaking of Dan's ignition wire questions......... (Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC])
9. 08:52 AM - Re: speaking of Dan's ignition wire questions......... (Gene Rambo)
10. 09:51 AM - Re: Last Original Cowling ()
11. 09:59 AM - Corvair fixed fan belt loss issue in 1964 (Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC])
12. 10:19 AM - Re: Corvair fixed fan belt loss issue in 1964 (John Hofmann)
13. 11:26 AM - Re: Corvair fixed fan belt loss issue in 1964 (TOM STINEMETZE)
14. 11:32 AM - Problems with e-mail (TOM STINEMETZE)
15. 11:39 AM - Problems with e-mail (TOM STINEMETZE)
16. 11:48 AM - Re: Problems with e-mail (Gerry Holland)
17. 11:55 AM - Re: Problems with e-mail (TOM STINEMETZE)
18. 01:03 PM - Re: speaking of Dan's ignition wire questions......... (Don Emch)
19. 01:09 PM - Re: Help needed- rubber ignition wire boots (bender)
20. 01:43 PM - Re: speaking of Dan's ignition wire questions......... (tools)
21. 02:09 PM - ignition wire terminals (Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC])
22. 02:13 PM - Re: ignition wire terminals (helspersew@aol.com)
23. 04:13 PM - corvair v-belt (shad bell)
24. 04:23 PM - Re: corvair v-belt (tools)
25. 06:39 PM - performance with C-85 (heavyliftpilot)
26. 09:18 PM - Kevin Purtee and FBG Update 8/2/2012 (IT Girl)
27. 10:05 PM - Re: Kevin Purtee and FBG Update 8/2/2012 (Billy McCaskill)
28. 10:44 PM - Re: Kevin Purtee and FBG Update 8/2/2012 (Mark Roberts)
Message 1
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| Subject: | Brodhead photos of possible interest |
Great shots Mike thanks! People are what it's all about!
Jack Textor
DSM
NX1929T
do not archive
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Cuy, Michael
D. (GRC-RXD0)[Vantage Partners, LLC]
Sent: Wednesday, August 01, 2012 4:48 PM
Subject: Pietenpol-List: Brodhead photos of possible interest
Note this is mostly people, very few airplane shots here.
Mike C.
do not archive
http://www.flickr.com/photos/84027132@N02/
Message 2
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| Subject: | Re: Help needed- rubber ignition wire boots |
Tractor Supply? Dan, you can pick them up the next time you go shirt shopping.
BC
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=379845#379845
Message 3
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| Subject: | Re: Help needed- rubber ignition wire boots |
Thanks Brett!! Should have asked you first!
Dan Helsper
Puryear, TN
do not archive
-----Original Message-----
From: DO NOT ARCHIVE <bphillip@SHENTEL.NET>
Sent: Wed, Aug 1, 2012 8:20 pm
Subject: Pietenpol-List: Re: Help needed- rubber ignition wire boots
t>
This fellow is local to me and I believe he supplies a lot of the wire and
terminals that are sold by the various antique car vendors. What you're lo
oking
for is on about page six:
http://brillman.com/store/paper-catalog
Here's another option, see page three:
http://www.restorationstuff.com/pdf/RestorationSupplyCompany.pdf
If you're lucky enough to find a "good" auto parts store or maybe even an o
lder
"well established" farm equipment dealership, they will probably be able to
help
you with these boots as well.
--------
Brett Phillips
PLEASE DO NOT ARCHIVE!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=379833#379833
Message 4
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| Subject: | Last Original Cowling |
Thanks for the information. Is it a problem having the blower on top as BHP
did? Is that the best way to cool the engine? What about the sheet metal p
ortion? Does a pattern exist for that also?=0ASorry the response is late, w
e were apparently on the dark side of the moon yesterday.=0A-=0AJoe Swith
in=0AMorris, IL=0AGathering Parts & Pieces
Message 5
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| Subject: | Last Original Cowling |
Joe - Little fan up top robs HP and adds complexity. Big fan up front does
the job nicely.
Gary Boothe
NX308MB
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of JOSEPH
SWITHIN
Sent: Thursday, August 02, 2012 5:48 AM
Subject: Pietenpol-List: Last Original Cowling
Thanks for the information. Is it a problem having the blower on top as BHP
did? Is that the best way to cool the engine? What about the sheet metal
portion? Does a pattern exist for that also?
Sorry the response is late, we were apparently on the dark side of the moon
yesterday.
Joe Swithin
Morris, IL
Gathering Parts & Pieces
Message 6
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| Subject: | Re: Last Original Cowling |
To add: Historically, Bernard wanted to convert a Corvair engine with
the least amount of money, time & fuss possible, and the version he
came up with achieved that. The tradeoff was lower than possible max
hp, and the aforementioned mechanical complexity in an area that was
always somewhat problematic with regard to failure in the Corvair
anyway (this can be overcome with good, regular maintenance, but that
adds to down time and worry factor). The modern versions (aka
William Wynne conversions) are aimed at an engine with much more hp
and higher reliability. These objectives have largely been achieved
as well, albeit as a "learning process" over the past 15-20 years, and
the result is a conversion that is more involved, costs more, and
takes longer, especially as a D-I-Y project. Not to say it's not a
superior engine at this point - I think it is - but a very different
engine from what Bernard created.
Kip Gardner (working on a WW conversion)
On Aug 2, 2012, at 9:04 AM, Gary Boothe wrote:
> Joe ' Little fan up top robs HP and adds complexity. Big fan up
> front does the job nicely.
>
> Gary Boothe
> NX308MB
>
> From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com
> ] On Behalf Of JOSEPH SWITHIN
> Sent: Thursday, August 02, 2012 5:48 AM
> To: pietenpol-list@matronics.com
> Subject: Pietenpol-List: Last Original Cowling
>
> Thanks for the information. Is it a problem having the blower on top
> as BHP did? Is that the best way to cool the engine? What about the
> sheet metal portion? Does a pattern exist for that also?
> Sorry the response is late, we were apparently on the dark side of
> the moon yesterday.
>
> Joe Swithin
> Morris, IL
> Gathering Parts & Pieces
>
>
> http://www.matronics.com/Navigator?Pietenpol-List
> http://forums.matronics.com
> http://www.matronics.com/contribution
>
>
Message 7
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| Subject: | Last Original Cowling |
To add to the discussion on the Corvair blower fan, I had a 1966 Corvair
that I drove back and forth to college (a 300 mile trip, one way). I
always
carried TWO spare fanbelts, because if the idler pulleys got out of
alignment (which they did with surprising frequency) putting on a spare
fanbelt without carefully re-aligning the idler (difficult to do on the
side
of the road) would only guarantee about another 200 miles before the
spare
would fail. In one of my mechanical engineering classes on machine
design,
when we studied V-Belt transmission systems, they used the Corvair as an
example of how NOT to design a belt drive. You should never flex a belt
out
of the plane of rotation, where the Corvair design flexes it 90=B0
either way
every revolution.
Far better to use the =93big fan=94, as Gary put it.
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Kip and
Beth
Gardner
Sent: Thursday, August 02, 2012 10:20 AM
Subject: Re: Pietenpol-List: Last Original Cowling
To add: Historically, Bernard wanted to convert a Corvair engine with
the
least amount of money, time & fuss possible, and the version he came up
with
achieved that. The tradeoff was lower than possible max hp, and the
aforementioned mechanical complexity in an area that was always somewhat
problematic with regard to failure in the Corvair anyway (this can be
overcome with good, regular maintenance, but that adds to down time and
worry factor). The modern versions (aka William Wynne conversions) are
aimed at an engine with much more hp and higher reliability. These
objectives have largely been achieved as well, albeit as a "learning
process" over the past 15-20 years, and the result is a conversion that
is
more involved, costs more, and takes longer, especially as a D-I-Y
project.
Not to say it's not a superior engine at this point - I think it is -
but a
very different engine from what Bernard created.
Kip Gardner (working on a WW conversion)
On Aug 2, 2012, at 9:04 AM, Gary Boothe wrote:
Joe ' Little fan up top robs HP and adds complexity. Big fan up front
does
the job nicely.
Gary Boothe
NX308MB
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of JOSEPH
SWITHIN
Sent: Thursday, August 02, 2012 5:48 AM
Subject: Pietenpol-List: Last Original Cowling
Thanks for the information. Is it a problem having the blower on top as
BHP
did? Is that the best way to cool the engine? What about the sheet metal
portion? Does a pattern exist for that also?
Sorry the response is late, we were apparently on the dark side of the
moon
yesterday.
Joe Swithin
Morris, IL
Gathering Parts & Pieces
<http://www.matronics.com/Navigator?Pietenpol-List>
http://www.matronics.com/Navigator?Pietenpol-List
<http://forums.matronics.com> http://forums.matronics.com
<http://www.matronics.com/contribution>
http://www.matronics.com/contribution
href="http://www.matronics.com/Navigator?Pietenpol-List"
style="color: blue;
text-decoration: underline;
">http://www.matronics.com/Navigator?Pietenpol-List
blue; text-decoration: underline; ">http://forums.matronics.com
style="color: blue; text-decoration: underline;
">http://www.matronics.com/contribution
Message 8
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| Subject: | speaking of Dan's ignition wire questions......... |
I have had a few of my ignition wire solder joints fail in the past 2 years
(thankfully while removing
plug wires in the hangar) and was wondering if anyone knows where I can buy
these ends and then
the other 'clip' ends that go on the Champion M41E plug ends.
Fresno wants $100 for an ignition wire set........
[cid:image001.png@01CD709D.59D9E140]
[cid:image002.png@01CD709D.59D9E140]
Message 9
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| Subject: | Re: speaking of Dan's ignition wire questions......... |
Well, if it is really a solder joint that might be your problem. Should be s
ilver solder. Anyway, Aircraft Spruce sells the little clip for the mag end l
ike Dan's for something like .35 each. Don't know about the other end.
Gene
Do not archive
On Aug 2, 2012, at 10:55 AM, "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, L
LC]" <michael.d.cuy@nasa.gov> wrote:
> I have had a few of my ignition wire solder joints fail in the past 2 year
s (thankfully while removing
> plug wires in the hangar) and was wondering if anyone knows where I can bu
y these ends and then
> the other =98clip=99 ends that go on the Champion M41E plug e
nds.
>
> Fresno wants $100 for an ignition wire set..
>
>
> <image001.png>
>
>
> <image002.png>
>
Message 10
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| Subject: | Re: Last Original Cowling |
That=99s funny I drove corvair for yrs still have a spider never
had a belt prbm But never tighten the belt so tite it would run over
the pully just look at the chevy specks to see how much flex you should
have..But I do agree the big fan is the way to go for horse power.
From: Jack Phillips
Sent: Thursday, August 02, 2012 10:36 AM
Subject: RE: Pietenpol-List: Last Original Cowling
To add to the discussion on the Corvair blower fan, I had a 1966 Corvair
that I drove back and forth to college (a 300 mile trip, one way). I
always carried TWO spare fanbelts, because if the idler pulleys got out
of alignment (which they did with surprising frequency) putting on a
spare fanbelt without carefully re-aligning the idler (difficult to do
on the side of the road) would only guarantee about another 200 miles
before the spare would fail. In one of my mechanical engineering
classes on machine design, when we studied V-Belt transmission systems,
they used the Corvair as an example of how NOT to design a belt drive.
You should never flex a belt out of the plane of rotation, where the
Corvair design flexes it 90=C2=B0 either way every revolution.
Far better to use the =9Cbig fan=9D, as Gary put it.
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
-------------------------------------------------------------------------
-------
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Kip and
Beth Gardner
Sent: Thursday, August 02, 2012 10:20 AM
Subject: Re: Pietenpol-List: Last Original Cowling
To add: Historically, Bernard wanted to convert a Corvair engine with
the least amount of money, time & fuss possible, and the version he came
up with achieved that. The tradeoff was lower than possible max hp, and
the aforementioned mechanical complexity in an area that was always
somewhat problematic with regard to failure in the Corvair anyway (this
can be overcome with good, regular maintenance, but that adds to down
time and worry factor). The modern versions (aka William Wynne
conversions) are aimed at an engine with much more hp and higher
reliability. These objectives have largely been achieved as well,
albeit as a "learning process" over the past 15-20 years, and the result
is a conversion that is more involved, costs more, and takes longer,
especially as a D-I-Y project. Not to say it's not a superior engine at
this point - I think it is - but a very different engine from what
Bernard created.
Kip Gardner (working on a WW conversion)
On Aug 2, 2012, at 9:04 AM, Gary Boothe wrote:
Joe =93 Little fan up top robs HP and adds complexity. Big fan up
front does the job nicely.
Gary Boothe
NX308MB
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of JOSEPH
SWITHIN
Sent: Thursday, August 02, 2012 5:48 AM
Subject: Pietenpol-List: Last Original Cowling
Thanks for the information. Is it a problem having the blower on top as
BHP did? Is that the best way to cool the engine? What about the sheet
metal portion? Does a pattern exist for that also?
Sorry the response is late, we were apparently on the dark side of the
moon yesterday.
Joe Swithin
Morris, IL
Gathering Parts & Pieces
http://www.matronics.com/Navigator?Pietenpol-Listhttp://forums.matronics.
comhttp://www.matronics.com/contribution
href="http://www.matronics.com/Navigator?Pietenpol-List"
style="color: blue; text-decoration: underline;
">http://www.matronics.com/Navigator?Pietenpol-Listblue;
text-decoration: underline; ">http://forums.matronics.comstyle="color:
blue; text-decoration: underline;
">http://www.matronics.com/contribution
href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.mat
ronics.com/Navigator?Pietenpol-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 11
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| Subject: | Corvair fixed fan belt loss issue in 1964 |
But obviously many of the cars on the road at that time didn't get the fix
like Jack's Corvair but he sure
got good at fixing it on the road. If I were running a Corvair on a Pie
t (or a car) with a fan I'd go with this
fix.
CORVAIRS CONSTANTLY THROW FAN BELTS - Again, not true. We drive our cars 20
,000-30,000 miles a year and only replace a belt every couple of years. I
n 1964 Chevrolet effectively ended what had been a nagging problem with fan
belts on manual transmission cars. They replaced the heavy steel blower fa
n with a very light magnesium fan - This ended nearly all belt throwing pro
blems on Corvairs once and for all.
Message 12
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| Subject: | Re: Corvair fixed fan belt loss issue in 1964 |
I guess I would change the name from Corvair to Continental, problem
solved.
DO NOT ARCHIVE
John Hofmann
Vice-President, Information Technology
The Rees Group, Inc.
2424 American Lane
Madison, WI 53704
Phone: 608.443.2468 ext 150
Fax: 608.443.2474
Email: jhofmann@reesgroupinc.com
On Aug 2, 2012, at 11:59 AM, Cuy, Michael D. (GRC-RXD0)[Vantage
Partners, LLC] wrote:
> But obviously many of the cars on the road at that time didn=92t get
the fix like Jack=92s Corvair but he sure
> got good at fixing it on the road. If I were running a Corvair on
a Piet (or a car) with a fan I=92d go with this
> fix.
>
> CORVAIRS CONSTANTLY THROW FAN BELTS - Again, not true. We drive our
cars 20,000-30,000 miles a year and only replace a belt every couple of
years. In 1964 Chevrolet effectively ended what had been a nagging
problem with fan belts on manual transmission cars. They replaced the
heavy steel blower fan with a very light magnesium fan - This ended
nearly all belt throwing problems on Corvairs once and for all.
>
>
>
>
>
>
Message 13
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| Subject: | Re: Corvair fixed fan belt loss issue in 1964 |
OH NO! Not that thread again.
Stinemetze
do not archive
>>> John Hofmann <jhofmann@reesgroupinc.com> 8/2/2012 12:19 PM >>>
I guess I would change the name from Corvair to Continental, problem
solved.
DO NOT ARCHIVE
John Hofmann
Vice-President, Information Technology
The Rees Group, Inc.
2424 American Lane
Madison, WI 53704
Phone: 608.443.2468 ext 150
Fax: 608.443.2474
Email: jhofmann@reesgroupinc.com
On Aug 2, 2012, at 11:59 AM, Cuy, Michael D. (GRC-RXD0)[Vantage
Partners, LLC] wrote:
But obviously many of the cars on the road at that time didnt get
the fix like Jacks Corvair but he sure
got good at fixing it on the road. If I were running a Corvair on a
Piet (or a car) with a fan Id go with this
fix.
CORVAIRS CONSTANTLY THROW FAN BELTS - Again, not true. We drive our
cars 20,000-30,000 miles a year and only replace a belt every couple of
years. In 1964 Chevrolet effectively ended what had been a nagging
problem with fan belts on manual transmission cars. They replaced the
heavy steel blower fan with a very light magnesium fan - This ended
nearly all belt throwing problems on Corvairs once and for all.
href="http://www.matronics.com/Navigator?Pietenpol-List" style="color:
blue; text-decoration: underline;
">http://www.matronics.com/Navigator?Pietenpol-Listblue;
text-decoration: underline; ">http://forums.matronics.comstyle="color:
blue; text-decoration: underline;
">http://www.matronics.com/contribution
Message 14
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| Subject: | Problems with e-mail |
Message 15
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| Subject: | Problems with e-mail |
Message 16
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| Subject: | Re: Problems with e-mail |
On 2 Aug 2012, at 19:37, TOM STINEMETZE wrote:
Tom
Doesn't seem to be any content in your emails.
Gerry
Message 17
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| Subject: | Re: Problems with e-mail |
Gerry:
Sorry! I have been trying to sort out a problem with my e-mails which, when sent
in html deliver what you have seen - a blank message. I was told that switching
the MIME encoding would solve the problem but, as you can testify, it did
not. Consequently I will be sending all my messages in plain text which limits
some of the fancy stuff.
I will try not to load up the list with any more blank messages.
Tom Stinemetze
do not archive
>>> Gerry Holland <gholland@content-stream.co.uk> 8/2/2012 1:47 PM >>>
On 2 Aug 2012, at 19:37, TOM STINEMETZE wrote:
Tom
Doesn't seem to be any content in your emails.
Gerry
Message 18
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| Subject: | Re: speaking of Dan's ignition wire questions......... |
Mike,
You can get just the ends from Fresno Airparts. They sell both ends. Like Gene
says it does need to be silver solder. We just did a set for the Chief last
year. Much cheaper to make your own.
Don Emch
NX899DE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=379898#379898
Message 19
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| Subject: | Re: Help needed- rubber ignition wire boots |
Hey Dan... you can get a universal wire set from autozone with lots of wire and
boots ..both angle and straight... it a kind of build your own set.
thats what i used
jeff
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=379899#379899
Message 20
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| Subject: | Re: speaking of Dan's ignition wire questions......... |
Silver solder is a broad term.
There's the stuff sold in home improvement stores, which is VERY low in silver,
melts at a low temp (can apply is with a solder gun or iron), sticks tenaciously
to about everything and flows out really well, BUT, is usually used with a
flux which is thin like water. It is also VERY corrosive and therefore seems
an unlikely choice for anything electronic. Although it can be neutralized,
I would worry about it wicking up stranded wire underneath the insulation and
later causing problems (like in days or weeks, not forever). I've not cleaned
mechanical joints (piano wire on model airplane parts, which regular solder doesn't
usually stick to well) soldered with this stuff well and see corrosion
in very few days.
The other silver solder is very high in silver content, generally difficult to
find (industrial suppliers and such, HVAC guys use it, used to braze carbide tooling,
etc). Also referred to as silver brazing (brazing and soldering are the
same thing except for the temp it occurs). It's high enough in silver to frequently
be sold by the troy ounce. Seems that the temp required (usually use
oxy/acet) to use it would prohibit normal use in electronic uses. Usually used
with paste fluxes. Not sure how corrosive that stuff is, but I don't see
problems with things I braze with it like I do the other stuff.
"Normal" solder (due to propietary reasons, I hesitate to EVER use "normal" anymore,
as they change the ingredients way more than they ever used to it seems)
comes in either acid core, rosin (or resin, not sure which) core or with no core
at all. Acid core is the easiest to use, but corrosive and not used with
electronics. Rosin core is used with electronics.
Just food for thought. Anyone know exactly what silver solder process is recommended?
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Message 21
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| Subject: | ignition wire terminals |
The ignition wires for small Continentals are stranded wire and when you spread
them out into a fan shape to solder
they hold for a very long time (14 years and almost 400 hours of flying) in my
case using regular old solder and flux.
Good tips from all. Thank you.
Mike C.
Message 22
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| Subject: | Re: ignition wire terminals |
I also used reg. solder when I made up the four existing wires I have now.
Works fine. Silver solder is not needed. KISS.
Dan Helsper
Purear, TN
-----Original Message-----
From: Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC] (GRC-RXD0)[Vantage
Partners, LLC] <michael.d.cuy@nasa.gov>
Sent: Thu, Aug 2, 2012 4:09 pm
Subject: Pietenpol-List: ignition wire terminals
Partners, LLC]" <michael.d.cuy@nasa.gov>
The ignition wires for small Continentals are stranded wire and when you sp
read
them out into a fan shape to solder
they hold for a very long time (14 years and almost 400 hours of flying) i
n my
case using regular old solder and flux.
Good tips from all. Thank you.
Mike C.
Message 23
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If you want an even worse v belt design go look at a IH Cub tractor with a
Woods deck on it, I have a hell of a time every spring when it comes time t
o put the mower back on.=C2- 1 belt, 1 drive pully, and 3 spindles.=C2-
It must turn inside out 4 or 5 times around the pullys but it stays on som
e how???
=C2- Sorry totally off topic,
=C2-
Shad
Do Not Archive
--- On Thu, 8/2/12, don.h@wcoil.com <don.h@wcoil.com> wrote:
From: don.h@wcoil.com <don.h@wcoil.com>
Subject: Re: Pietenpol-List: Last Original Cowling
#yiv821557701 v\00003a* {}
#yiv821557701 o\00003a* {}
#yiv821557701 w\00003a* {}
#yiv821557701 .yiv821557701shape {}
#yiv821557701 st1\00003a*{}
That=99s funny I drove corvair for yrs still have a spider never had
a belt prbm=C2- But never tighten the belt so tite it would run over the
pully just look at the chevy specks to see how much flex you should have..B
ut I do agree the big fan is the way to go for horse power.
=C2-
=C2-
From: Jack Phillips
Sent: Thursday, August 02, 2012 10:36 AM
Subject: RE: Pietenpol-List: Last Original Cowling
=C2-
To add to the discussion on the Corvair blower fan, I had a 1966 Corvair th
at I drove back and forth to college (a 300 mile trip, one way).=C2- I al
ways carried TWO spare fanbelts, because if the idler pulleys got out of al
ignment (which they did with surprising frequency) putting on a spare fanbe
lt without carefully re-aligning the idler (difficult to do on the side of
the road) would only guarantee about another 200 miles before the spare wou
ld fail.=C2- In one of my mechanical engineering classes on machine desig
n, when we studied V-Belt transmission systems, they used the Corvair as an
example of how NOT to design a belt drive.=C2- You should never flex a b
elt out of the plane of rotation, where the Corvair design flexes it 90=C2
=B0 either way every revolution.
=C2-
Far better to use the =9Cbig fan=9D, as Gary put it.
=C2-
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
=C2-
From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-lis
t-server@matronics.com] On Behalf Of Kip and Beth Gardner
Sent: Thursday, August 02, 2012 10:20 AM
Subject: Re: Pietenpol-List: Last Original Cowling
=C2-
To add: Historically, Bernard wanted to convert a Corvair engine with the l
east amount of money, time & fuss possible, and the version he came up with
achieved that.=C2- The tradeoff was lower than possible max hp, and the
aforementioned mechanical complexity in an area that was always somewhat pr
oblematic with regard to failure in the Corvair anyway (this can be overcom
e with good, regular maintenance, but that adds to down time and worry fact
or).=C2-=C2- The modern versions (aka William Wynne conversions) are ai
med at an engine with much more hp and higher reliability.=C2- These obje
ctives have largely been achieved as well, albeit as a "learning process" o
ver the past 15-20 years, and the result is a conversion that is more invol
ved, costs more, and takes longer, especially as a D-I-Y project.=C2- Not
to say it's not a superior engine at this point - I think it is - but a ve
ry different engine from what Bernard created.
=C2-
Kip Gardner (working on a WW conversion)
=C2-
On Aug 2, 2012, at 9:04 AM, Gary Boothe wrote:
Joe =93 Little fan up top robs HP and adds complexity. Big fan up fro
nt does the job nicely.
=C2-
Gary Boothe
NX308MB
=C2-
From:=C2-owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpo
l-list-server@matronics.com]=C2-On Behalf Of=C2-JOSEPH SWITHIN
Sent:=C2-Thursday, August 02, 2012 5:48 AM
To:=C2-pietenpol-list@matronics.com
Subject:=C2-Pietenpol-List: Last Original Cowling
=C2-
Thanks for the information. Is it a problem having the blower on top as BHP
did? Is that the best way to cool the engine? What about the sheet metal p
ortion? Does a pattern exist for that also?
Sorry the response is late, we were apparently on the dark side of the moon
yesterday.
=C2-
Joe Swithin
Morris, IL
Gathering Parts & Pieces
=C2- =C2- =C2-http://www.matronics.com/Navigator?Pietenpol-Listhttp:/
/forums.matronics.comhttp://www.matronics.com/contribution =C2- =C2-
=C2-href="http://www.matronics.com/Navigator?Pietenpol-List" style="c
olor: blue; text-decoration: underline; ">http://www.matronics.com/Navigato
r?Pietenpol-Listblue; text-decoration: underline; ">http://forums.matronics
.comstyle="color: blue; text-decoration: underline; ">http://www.matronic
s.com/contribution =C2-
=C2-
=C2-
href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.matro
nics.com/Navigator?Pietenpol-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.matro
nics.com/Navigator?Pietenpol-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 24
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| Subject: | Re: corvair v-belt |
Plus two idlers, right? And the center spindle gets the belt three times?
Not that it's given me any consternation (ya, I spelled that right though other
words fit) over the years.
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http://forums.matronics.com/viewtopic.php?p=379913#379913
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| Subject: | performance with C-85 |
Hi everyone....i am about to the point of covering my GN-1, but would like some
feedback on 'real world' number:...IE, T/O distance, climb rate, with the C-85,
single and with passenger. I have 1800' (if i t/o to the east, and 1400 to
the west) before i run into the 75' georgia pines....Thanks, james
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=379916#379916
Message 26
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| Subject: | Kevin Purtee and FBG Update 8/2/2012 |
Well everyone, we made it home! On Monday 7/30/2012 the doctors kicked Kevin out
of the hospital. Told him he didn't have to go home, but he couldn't stay
there.
So Tuesday morning, Mark P. of Madison drove us to Chicago so we could fly home.
We have been very busy with doctors appointments, acquiring equipment to make getting
around easier, and getting caught up on rest (that is me, Kevin is well
rested).
Everyday Kevin gets stronger, and more mobile. Thank you all for your thoughts
and prayers.
FBG is enroute to Texas, she should arrive tomorrow morning around 11am. Several
friends will meet me at the hangar, and we will put her to bed.
--------
Shelley Tumino
IT Girl
wife of "Axel"
NX899KP
DO NOT ARCHIVE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=379920#379920
Message 27
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| Subject: | Re: Kevin Purtee and FBG Update 8/2/2012 |
Great news, Shelley. I'm still keeping you guys in my prayers. Will there be
any pics of FBG posted after she finally arrives back home?
do not archive
--------
Billy McCaskill
Baker, LA
tail section almost done, starting on ribs soon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=379922#379922
Message 28
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| Subject: | Re: Kevin Purtee and FBG Update 8/2/2012 |
Great news!
We've never met, but Kevin has responded to some of my posts offline to help me.
Prayer works, and Kevin has a lot of them working for the both of you right
now.
Really glad to hear the news. I have been following/checking his progress daily.
Enjoy resting in your own bed! Sleeping at hospitals on waiting room sofas while
your husband is jacked up in ICU is not classified as 'beauty sleep'...
Mark
--------
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=379923#379923
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