Today's Message Index:
----------------------
1. 05:52 AM - baggage cage and squadron size (Douwe Blumberg)
2. 06:08 AM - Re: Re: Louisville guys (C N Campbell)
3. 06:11 AM - Re: Baggage Cage (C N Campbell)
4. 07:56 AM - Re: Louisville guys (jarheadpilot82)
5. 10:41 AM - Re: Louisville guys (bender)
6. 01:33 PM - Re: Baggage Cage (taildrags)
7. 01:39 PM - Re: baggage cage and squadron size (taildrags)
8. 05:12 PM - Successful gross weight test (Douwe Blumberg)
9. 05:32 PM - Re: Successful gross weight test (Ken Bickers)
10. 06:02 PM - Re: Successful gross weight test (Avill)
11. 06:09 PM - Re: Re: Baggage Cage (Isablcorky@aol.com)
12. 06:29 PM - Anyone in the Springfield, VA area? (Jim Markle)
13. 06:47 PM - Re: Re: Newbie needed help and info. (Ken Bickers)
14. 07:22 PM - Re: Anyone in the Springfield, VA area? (M. Zeke Zechini)
15. 08:19 PM - Re: baggage cage and squadron size (Clif Dawson)
16. 10:20 PM - Number of varnish coats needed... (Mark Roberts)
17. 10:37 PM - What should I do to fix this?? (Mark Roberts)
18. 10:37 PM - What should I do to fix this?? (Mark Roberts)
Message 1
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Subject: | baggage cage and squadron size |
COOL BAGGAGE CAGE!
Re Oscar's question as to what constitutes an proper and official Pietenpol
squadron; here are my thoughts.
Like most things in life, I think this is relative, as it seems to be in air
forces around the world.
However, in my book a Pietenpol squadron is comprised of three or more
airplanes. I feel this is justified by their relative rarity and uniqueness
which makes a flight of three or more a pretty unusual event.
Plus I always thought it was just a cool word to say.
$.02
Douwe
Message 2
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Subject: | Re: Louisville guys |
Number of aircraft in a squadron depends on when, where, and what branch of
service. During WW2 in the US Navy in an aircraft carrier group the number
of squadrons was 3 and the number was typically 36 aircraft with 150% crew
members in each giving 108 planes (plus a few spares). During the latter
stages of the war the powers that be decided we needed more fighter aircraft
so the number of planes in a bomber squadron (VB) and a torpedo squadron
(VT) was reduced to 18 planes and a fighter-bomber squadron (VBF) was added
(still with 108 aircraft in the airgroup). This occurred in late 1944.
Now, the number of Piets in a squadron depends on who organizes the squadron
and what the squadron's function would be. Anyone's guess. Chuck
Do not archive
----- Original Message -----
From: "dgaldrich" <dgaldrich@embarqmail.com>
Sent: Saturday, April 20, 2013 6:19 PM
Subject: Pietenpol-List: Re: Louisville guys
> <dgaldrich@embarqmail.com>
>
> IIRC, 16 in a squadron?
>
> Dave
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399018#399018
>
>
>
Message 3
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Subject: | Re: Baggage Cage |
I like it!!! C
Do not archive
----- Original Message -----
From: "pineymb" <airltd@mts.net>
Sent: Saturday, April 20, 2013 7:08 PM
Subject: Pietenpol-List: Baggage Cage
>
> Another idea that may be of interest for containing and securing cargo for
> those long trips to Brodhead.
> Yes throttle knob and stick to be removed when cage in use.
>
> --------
> Adrian M
> Winnipeg, MB
> Canada
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399020#399020
>
>
> Attachments:
>
> http://forums.matronics.com//files/dsc00671_821.jpg
> http://forums.matronics.com//files/dsc00655_113.jpg
>
>
>
Message 4
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Subject: | Re: Louisville guys |
To follow Chuck's line of thinking about aircraft numbers in his squadron, during
my two cruises (7 months each time in WestPac, 1983-4, 1984-5) we had 12 CH-46's,
4 CH-53's, 4 Cobras, and 2 Hueys, totaling 22 airframes. In addition, on
my second cruise we had 4 AV-8A/C Harriers, for a total of 26 airframes.
Two years later, I was an IP in VT-3 at Whiting Field, FL. Technically, we had
NO airplanes as they were owned by Training Wing 5, maintained under contract
by DynaCorp, and doled out to VT-2, VT-3, and VT-6 on a rotating basis. The squadron
was made up of the pilots and support personnel.
So my point is this - a squadron is the people, not the aircraft. The aircraft
can number between zero and as many as you want. I think that this forum could
be considered the Pietenpol Squadron. Your KY contingent is merely a Section,
or Flight out of the larger Squadron. So who is Section Lead?
My $.02
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399049#399049
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Subject: | Re: Louisville guys |
I really need to fly soon so i can get the 40 hrs off by then.
I had a couple of emails with Jim... and Bob McKinley is the guy across the river
at JVY i believe... I've seen his plane in the hangar over there.
Can't wait for that trip north
i have a smaller diameter crankshaft pulley on the way to slow down the water pump...
Hope that solves my issue so i can get off the ground
jeff
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399054#399054
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Subject: | Re: Baggage Cage |
Now see, I like that cage too! Great idea! A guy could even make it out of aluminum
and pop it all together with pulled rivets and not need to weld anything.
We don't need no FAA, PMA, STCs, 337s, or any of that other stuff, either
;o)
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399062#399062
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Subject: | Re: baggage cage and squadron size |
It has been duly noted in the Pietenpol Field Operations Manual that three Air
Campers shall constitute a squadron. And I suppose that a flight of three could
also operate as a 'missing man formation', with Mr. Pietenpol as the missing
man.
So, how many squadrons are there in a wing? ;o) Don't answer that.
I'm curious to know what has been the largest number of Piets all together in one
place at one time. That would be an interesting assemblage of Air Campers
(and/or their derivatives).
do not archive
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399064#399064
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Subject: | Successful gross weight test |
Today, "RE-PIET" successfully carried her max gross weight. As I consider
it unsafe to try to secure 160 of ballast in the cockpit, I decided to use
myself.
All went well. Obviously a bit more sluggish, but trimmed out and stalled
nicely. This load was 40 lbs more than Marci and I with a full load of 20
gallons.
Douwe
Message 9
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Subject: | Re: Successful gross weight test |
Douwe,
I'll refrain from any comments about flying inverted while doing a gross
weight test. That would be too easy.
My question is about the goggles. They appear to be prescription lens, and
are very sharp looking. Where did you get them? And what do you think of
them?
Cheers, Ken
On Sun, Apr 21, 2013 at 6:20 PM, Douwe Blumberg <douweblumberg@earthlink.ne
t
> wrote:
> Today, =93RE-PIET=94 successfully carried her max gross weight. As I
> consider it unsafe to try to secure 160 of ballast in the cockpit, I
> decided to use myself.****
>
> ** **
>
> All went well. Obviously a bit more sluggish, but trimmed out and stalle
d
> nicely. This load was 40 lbs more than Marci and I with a full load of 2
0
> gallons.****
>
> ** **
>
> Douwe****
>
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Subject: | Re: Successful gross weight test |
What was your stall speed whilst at gross?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399077#399077
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Subject: | Re: Baggage Cage |
In a message dated 4/21/2013 3:33:43 P.M. Central Daylight Time,
taildrags@hotmail.com writes:
--> Pietenpol-List message posted by: "taildrags" <taildrags@hotmail.com>
Now see, I like that cage too! Great idea! A guy could even make it out
of aluminum and pop it all together with pulled rivets and not need to weld
anything. We don't need no FAA, PMA, STCs, 337s, or any of that other
stuff, either ;o)
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399062#399062
Oscar?????????????????
Are you getting that 60s urge to sneek through those low Sierra passes
early in the mornings toward Brodhead??????????????????????
Message 12
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Subject: | Anyone in the Springfield, VA area? |
SSBtaWdodCBiZSBpbiB0aGUgYXJlYSBuZXh0IHdlZWsgYW5kIHN1cmUgd291bGQgZW5qb3kgYSB2
aXNpdCBhbmQgYSBQaWV0ZW5wb2wgZXZlbmluZyEKClNlbnQgdmlhIHNtYXJ0cGhvbmUuLi5zbyBw
bGVhc2UgaWdub3JlIHR5cG9zLi4uLg=
Message 13
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Subject: | Re: Newbie needed help and info. |
Gardiner, I'm in Longmont, which is north of Denver by about 40 miles.
Feel free to drop in when you are in the state. With the weather warming
up (notwithstanding the forecast of more snow tomorrow night and the next
day), most evenings I'll be working at my hangar on the Pietenpol. Let me
know when you are coming and I'll put a beer or two in the fridge. Cheers,
Ken
On Thu, Apr 18, 2013 at 6:34 AM, <airlion2@gmail.com> wrote:
> Ken, where are you located. I have kids in Colorado Springs and glen wood
> springs and I get out there often. My Piet has the cut out. And the WWII
> corvair. Gardiner Mason (Airlion)
>
>
> Sent from my iPad
>
> On Apr 17, 2013, at 8:54 PM, Ken Bickers <bickers.ken@gmail.com> wrote:
>
> Avill,
>
> I've given this question a lot of thought over the past several years. I,
> too, operate out of a fairly high airport, KLMO, which has a field
> elevation of just over 5k, but with density altitudes that are typically
> between 7k and 9k during the summer.
>
> On my Pietenpol project, which is not yet flying, I've done at least three
> things to compensate for altitude. One, I lengthened the wings by 9 inches
> on each side. I know that isn't much, but the spar blanks I bought from
> Aircraft Spruce were 14' long. I decided not to cut off the 9 inches, and
> instead to take advantage of the extra length. That works out to a 5%
> longer wingspan. The attach points for the diagonal spars moved out
> approximately 6 inches from what is called out in the plans. I did lots of
> calculations using the formulas on the WestCoastPiet.com website before
> deciding whether (and where) to shift the strut attach points, as the
> section of the wing outside the struts is where the greatest lift stresses
> are located.
>
> Two, I decided not to do a cutout over the rear cockpit. Everything I
> read suggests this reduces lift by a significant amount. Were I nearer to
> sea level, I wouldn't hesitate for a moment to build with the cutout. I
> love the look. But I want to retain every last measure of lift. Instead,
> I built a flop section. That gives me ease of access to the rear pit and
> preserves lift.
>
> Three, I decided to use a Corvair engine. I'm going fairly stock, ala
> William Wynne's conversion manual, with a set up to produce approximately
> 100 hp at sea level, or about 70-75 hp on a typical summer day here in
> Colorado.
>
> Not specific to altitude but just in general, I've tried to be judicious
> about things that add weight. I have made a couple of concessions. I've
> used the Jenny-style landing gear. It is a bit heavier than the J3-style
> gear. I just like the way it looks. Also, I've installed a second fuel
> tank. Again, I wouldn't have done that if I still lived in the midwest
> where there is an airport every few miles. Where I fly, airports can get
> awfully far apart. When they do, I'd swear the winds are directly off the
> nose.
>
> Tell us all where you are. If you are in the Colorado area, feel free to
> drop me a PM. There are a few other Pietenpols in the area -- a couple
> that are finished and a couple, including mine, that are advancing toward
> completion.
>
> My best, Ken
>
>
> On Wed, Apr 17, 2013 at 5:16 PM, Avill <avillery@gmail.com> wrote:
>
>>
>> I have been wondering this exact same thing. Thanks for bring it up Bill.
>> My reasons are different though. I would be operating a Piet off of
>> airports at altitudes of 5-6,000 ft before factoring in DA. Hence why I
>> would be interested in any experiences operating at these altitudes, or
>> folks that have extended their wing, and how they did it.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=398836#398836
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
> *
>
> *
>
> *
>
> *
>
>
Message 14
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Subject: | Re: Anyone in the Springfield, VA area? |
Jim:
It's quite a stretch, but if it's not rush hour...it would take about an hou
r and a half to get out to White Post, near Wincester, Va. I keep my GN-1 th
ere. Mr. Sam just arrived (jim McWhorter just purchased) and lives in Culpep
er, about same time out of Springfield. I think Gene Rambo about finished wi
th his Model A masterpiece, also at KCJR.
-Zeke
Sent from my iPad
On Apr 21, 2013, at 9:28 PM, Jim Markle <jim_markle@mindspring.com> wrote:
> I might be in the area next week and sure would enjoy a visit and a Pieten
pol evening!
>
> Sent via smartphone...so please ignore typos....
> ky=C2=B7=C3=A8=C5=BE=C3=9B"=C3=8D=C3=AD=C5=93=C2=A2Z+=C3=93M4=C3=93G=C3=9A
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=A1r=C3=BE=1Bf
Message 15
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Subject: | Re: baggage cage and squadron size |
Sounds to me that each one of us is worth at
least thirty six of anyone else. Or is that just
my multipersonality syndrom rearing it's
ugly head?? :-)
Clif
"If you've heard this story before," said Groucho Marx, "don't stop me,
because I'd like to hear it again."
Re Oscar's question as to what constitutes an proper and official
Pietenpol squadron; here are my thoughts.
Like most things in life, I think this is relative, as it seems to be
in air forces around the world.
However, in my book a Pietenpol squadron is comprised of three or more
airplanes. I feel this is justified by their relative rarity and
uniqueness which makes a flight of three or more a pretty unusual event.
Plus I always thought it was just a cool word to say.
$.02
Douwe
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Subject: | Number of varnish coats needed... |
Hi Guys:
What's the consensus out there on number of varnish coats needed for the fuselage...
I got one coat on most of the front inside parts (did'nt get all the underneath
sides fully or the outside of the bottom floor yet).
But, I painted the metal parts I've welded with Alum. Oxide and then black enamel
spray paint, and then put the first coat of unthinned Man-O-War spar varnish
on the fuse.
Felt I was getting somewhere for a change... but I guess that was just the fumes
;o)
So, what's the verdict on numbers of coats to be safe? (Did NOT paint the outside
of the fuse where the ply paneling will go... I want a good, raw surface there
for bonding...)
Mark
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399084#399084
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Subject: | What should I do to fix this?? |
Hi Again:
So while painting the varnish on the plane's fuse members today, I discovered something
I am very glad I found, but wish I'd have seen before I build the fuse
sides.
I cut all of my own longerons and cross pieces from raw, un-finished sitka. I cut
over size then planed the pieces to the finished size. The vertical fuse strut
that connects the bottom fuse longeron to the top longeron, the one that the
front left cabane strut connects to, has a compression fracture in the wood
about 4-5 inches from the top longeron. You can see it plainly. It is actually
glued to the inside 1/8" ply front fuse gusset that lines the inside of the
engine tray, but still, it's there plain to see. Dunno how I missed it when I
was building it.
So, if I was to pull on the top of the cabane strut connection and the bottom of
the plane (as if in a tug-o-war.... OR a high G manuver), I could see this part
wanting to separate right at that fracture. It is, after all, the main connection
to the fuse.
I am sure the 2 plywood sides would sandwich and hold the piece securely, but still...
I want to make that area more secure with some reinforcement.
I will post a picture of the fracture. It can be seen looking from the front of
the fuse, and runs forward to back on the face of the strut that is glued to
the inside ply gusset. It is only on that side of the strut, but it is there.
So, I am thinking of lining the front and rear of the strut where the fracture
is with a 1/8 x 7/8" wide, x 8" or so long plate. That should make that whole
area surrounded with a "box" of plywood (the side of the fuse and the inside gusset,
and the 2 plates) that would hold the tension stress of the wing trying
to pull the strut apart at the fracture, like a tug-o-war.
Thoughts? I wish I'd seen this before the strut was in place. I really don't want
to try to cut that part out and replace it at this point unless I really have
to for safety. It would almost be like fixing a cracked strut that was't fully
broken in a landing or something...
Thanks!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399085#399085
Message 18
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Subject: | What should I do to fix this?? |
Hi Again:
So while painting the varnish on the plane's fuse members today, I discovered something
I am very glad I found, but wish I'd have seen before I build the fuse
sides.
I cut all of my own longerons and cross pieces from raw, un-finished sitka. I cut
over size then planed the pieces to the finished size. The vertical fuse strut
that connects the bottom fuse longeron to the top longeron, the one that the
front left cabane strut connects to, has a compression fracture in the wood
about 4-5 inches from the top longeron. You can see it plainly. It is actually
glued to the inside 1/8" ply front fuse gusset that lines the inside of the
engine tray, but still, it's there plain to see. Dunno how I missed it when I
was building it.
So, if I was to pull on the top of the cabane strut connection and the bottom of
the plane (as if in a tug-o-war.... OR a high G manuver), I could see this part
wanting to separate right at that fracture. It is, after all, the main connection
to the fuse.
I am sure the 2 plywood sides would sandwich and hold the piece securely, but still...
I want to make that area more secure with some reinforcement.
I will post a picture of the fracture. It can be seen looking from the front of
the fuse, and runs forward to back on the face of the strut that is glued to
the inside ply gusset. It is only on that side of the strut, but it is there.
So, I am thinking of lining the front and rear of the strut where the fracture
is with a 1/8 x 7/8" wide, x 8" or so long plate. That should make that whole
area surrounded with a "box" of plywood (the side of the fuse and the inside gusset,
and the 2 plates) that would hold the tension stress of the wing trying
to pull the strut apart at the fracture, like a tug-o-war.
Thoughts? I wish I'd seen this before the strut was in place. I really don't want
to try to cut that part out and replace it at this point unless I really have
to for safety. It would almost be like fixing a cracked strut that was't fully
broken in a landing or something...
Thanks!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399086#399086
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