Today's Message Index:
----------------------
1. 05:38 AM - my photos, videos and stories (Douwe Blumberg)
2. 06:20 AM - Re: Re: goggles (Dortch, Steven D MAJ MIL USA NGB)
3. 06:25 AM - Re: my photos, videos and stories (nightmare)
4. 06:29 AM - answers to questions (Douwe Blumberg)
5. 06:32 AM - Re: Re: goggles (Marcus Zechini)
6. 06:33 AM - Re: Re: Garmin 1000 video (C N Campbell)
7. 06:36 AM - Control cables through fabric (giacummo)
8. 06:58 AM - Re: Re: Garmin 1000 video (Dortch, Steven D MAJ MIL USA NGB)
9. 07:10 AM - Re: answers to questions (Dortch, Steven D MAJ MIL USA NGB)
10. 07:20 AM - Re: answers to questions (Dortch, Steven D MAJ MIL USA NGB)
11. 10:19 AM - Re: Garmin 1000 video (AircamperN11MS)
12. 11:38 AM - Re: Re: Garmin 1000 video (Kip and Beth Gardner)
13. 01:18 PM - Re: Garmin 1000 video (taildrags)
14. 01:33 PM - Re: Control cables through fabric (taildrags)
15. 01:52 PM - Re: Re: Garmin 1000 video (Robert Gow)
16. 02:49 PM - Model A water prob (bender)
17. 03:20 PM - Re: Model A water prob (C N Campbell)
18. 03:45 PM - Re: Model A water prob (l.morlock)
19. 04:12 PM - Re: Model A water prob (bender)
20. 05:10 PM - Re: Model A water prob (Jerry Dotson)
21. 06:22 PM - Re: answers to questions (jarheadpilot82)
22. 06:23 PM - Re: Model A water prob (bender)
23. 06:32 PM - Re: Garmin 1000 video (jarheadpilot82)
24. 06:55 PM - Re: Re: answers to questions (Dortch, Steven D MAJ MIL USA NGB)
25. 07:03 PM - Re: Re: Garmin 1000 video (Dortch, Steven D MAJ MIL USA NGB)
26. 07:05 PM - Re: Re: Garmin 1000 video (Dortch, Steven D MAJ MIL USA NGB)
27. 08:18 PM - Re: Model A water prob (Dennis Engelkenjohn)
28. 10:17 PM - Re: Re: goggles (Clif Dawson)
Message 1
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| Subject: | my photos, videos and stories |
Hey all,
First off, thanks for the kudos! She's pretty but there are MANY out there
built by guy with MUCH better attention to detail.
Secondly, I just want to be clear that when I post stuff, I am absolutely
NOT fishing for compliments but solely to encourage people and to share fun
Piet stuff with everyone.
That's my story and I'm sticking to it!!
Douwe
Message 2
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UNCLASSIFIED
LIB som1 lse hs t sam prllem ah hv wi the shrt hnd ov wx brfs. Ah h8 rdg te *&^%$#$(^$
tings. How archaic.
SKC
STV D
On 04/22/13, taildrags wrote:
>
> In connection with Steve's last post (but NOT in connection with the subject),
I once wrote to the AOPA Air Safety Foundation suggesting what I thought was
an excellent safety-related change to the way we do things in aviation. One of
the most arcane things about flight preparation and execution is deciphering
the @#$%& weather forecasts and printouts. It's all in abbreviated, truncated
English or it invokes strange symbols and abbreviations representing each type
of weather phenomenon. All of it, as near as I can tell, was born of the need
to keep transmitted data sparse since it went out on the telegraph, teletype,
or other outmoded data transmission method. Nobody does that anymore, so my
suggestion was that all weather reports, forecasts, and all be presented in normal
English since it is extremely important that pilots understand the information
and we don't use dah-dit-dah-dah anymore. (Only Mario Giacummo uses it,
as far as I can tell ;o)
>
> The response from ASF? Great idea, but there are still underdeveloped places
around the world who don't have the data transmission speeds or equipment capabilities
that we have here in the U.S., so no dice.
>
> So we lumber on, and exam prep questions still try to trip up wannabe pilots
by throwing curves about the abbreviation for mixed snow, hail, and moderate turbulence
occurring in mountain passes below 5000MSL (or is it AGL?), after 1600Z
(or is it local time?). And if the winds are reported as less than 5kts (or
is it MPH?), they aren't reported at all... so we can save one digit in a weather
printout. Sheesh. They take away 121.5Mhz but the "sort out the letters
to find your weather!" puzzle gets to stay.
>
> 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=399142#399142
>
>
>
>
>
>
>
UNCLASSIFIED
Message 3
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| Subject: | Re: my photos, videos and stories |
Douwe; KEEP THOSE POSTS COMING. Great to get more details and pics of your ship.
It is inspiring, and more importantly gives us the opportunity to steel your
ideas.
How about your next post to be titled " How I made my windscreens" . Also curious
about how you made the grill, but dont think I'll be attempting that one.
--------
Paul Donahue
Started 8-3-12
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399217#399217
Message 4
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| Subject: | answers to questions |
Two questions were asked which I didn't answer, sorry.
The stall speed at gross is still unknown because my airspeed is the Johnson
wind vane type which doesn't help much at stall speeds. We have to go up
and do it again on a still day with the gps to record things. When I say
stalled well, I simply meant she didn't exhibit any un-ladylike behaviors.
RAF type (can't remember the MK #) don't have safety glass (at least any
brands that I'm aware of), so YES, glass in the eyeballs after a facial
impact could be a risk.
Douwe
Message 5
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I see you speak METAR
On Apr 23, 2013 9:23 AM, "Dortch, Steven D MAJ MIL USA NGB" <
steven.d.dortch@us.army.mil> wrote:
> steven.d.dortch@us.army.mil>
>
> UNCLASSIFIED
> LIB som1 lse hs t sam prllem ah hv wi the shrt hnd ov wx brfs. Ah h8 rdg
> te *&^%$#$(^$ tings. How archaic.
>
> SKC
> STV D
>
> On 04/22/13, taildrags wrote:
> >
> >
> > In connection with Steve's last post (but NOT in connection with the
> subject), I once wrote to the AOPA Air Safety Foundation suggesting what I
> thought was an excellent safety-related change to the way we do things in
> aviation. One of the most arcane things about flight preparation and
> execution is deciphering the @#$%& weather forecasts and printouts. It's
> all in abbreviated, truncated English or it invokes strange symbols and
> abbreviations representing each type of weather phenomenon. All of it, as
> near as I can tell, was born of the need to keep transmitted data sparse
> since it went out on the telegraph, teletype, or other outmoded data
> transmission method. Nobody does that anymore, so my suggestion was that
> all weather reports, forecasts, and all be presented in normal English
> since it is extremely important that pilots understand the information and
> we don't use dah-dit-dah-dah anymore. (Only Mario Giacummo uses it, as far
> as I can tell ;o)
> >
> > The response from ASF? Great idea, but there are still underdeveloped
> places around the world who don't have the data transmission speeds or
> equipment capabilities that we have here in the U.S., so no dice.
> >
> > So we lumber on, and exam prep questions still try to trip up wannabe
> pilots by throwing curves about the abbreviation for mixed snow, hail, and
> moderate turbulence occurring in mountain passes below 5000MSL (or is it
> AGL?), after 1600Z (or is it local time?). And if the winds are reported as
> less than 5kts (or is it MPH?), they aren't reported at all... so we can
> save one digit in a weather printout. Sheesh. They take away 121.5Mhz but
> the "sort out the letters to find your weather!" puzzle gets to stay.
> >
> > 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=399142#399142
> >
> >
> >
> >
> >
> >
> >
> UNCLASSIFIED
>
>
Message 6
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| Subject: | Re: Garmin 1000 video |
Oscar, I suggest you get the club to let you use their 172 with the more
basic panel and find an instructor who will give you the check ride in it
and forget about the 1000 (unless you are going to get one for the Piet!)
Or, better yet, find an old tail-dragger like a T-craft or Aeronca to use.
That would probably cost less and would more closely relate to your Piet. I
have an IP friend who owns a T-craft and when the time comes he is going to
bring me up to speed in his T-craft and give me the BFR. Chuck
----- Original Message -----
From: "taildrags" <taildrags@hotmail.com>
Sent: Monday, April 22, 2013 11:25 PM
Subject: Pietenpol-List: Re: Garmin 1000 video
>
> Tom: good hints, and better than you can imagine because here at the
> Medford airport, the CAP hangar is immediately outside the gate to my rows
> of hangars. They have a 172 but not a newer one. I'll inquire to see if
> they have the training program.
>
> If I go to the Cessna dealer (Jet Center, next door to the CAP hangar) and
> pretend that I'm interested in a new Skyhawk so they'll let me play with
> the 1000 in it, they will just ask me, "hey, aren't you the guy we saw
> washing down the fuselage of an old open cockpit fabric airplane the other
> day? Haw, haw! Does that thing every fly? Haw, haw! What kind of nav
> instruments ya got in her... a sextant and a pirate treasure map? Haw,
> haw! Whatcha want with a glass panel? Haw, haw!"
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399187#399187
>
>
>
Message 7
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| Subject: | Control cables through fabric |
Hello,
Yesterday I was measuring where the rudder and elevator cables pass through the
imaginary fabric sides on the fuselage. I install the elevator and the rudder
and connect the horns one by one to see where I have to make holes depending
on the positin of the plane, up, level, down, right, line left.. and I saw that
this point vary the positin depending on the palane position. So what do you
do? you make a simple hole in the middle of the line or you cut a line?. I am
thinking in a hole in the middle because the lateral forces of the wire cable
are minimal and reinforce the only hole with a leader patch. It is the way to
do that?.
regards.
mario
--------
Mario Giacummo
Photos here: http://goo.gl/wh7M4
Little Blog : http://vgmk1.blogspot.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399221#399221
Message 8
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| Subject: | Re: Garmin 1000 video |
UNCLASSIFIED
Oscar, Ask the CFI if you can simply use the standby instruments, and not be tested
on the intricacies of something you will not use. Explain what you fly.
What happened to the old fashoned BFR given from the ground? They used to do checkrides
watching from the ground for solo seat aircraft.
Blue Skies,
Steve D
On 04/23/13, C N Campbell wrote:
>
> Oscar, I suggest you get the club to let you use their 172 with the more basic
panel and find an instructor who will give you the check ride in it and forget
about the 1000 (unless you are going to get one for the Piet!) Or, better yet,
find an old tail-dragger like a T-craft or Aeronca to use. That would probably
cost less and would more closely relate to your Piet. I have an IP friend
who owns a T-craft and when the time comes he is going to bring me up to speed
in his T-craft and give me the BFR. Chuck
>
> ----- Original Message ----- From: "taildrags" <taildrags@hotmail.com>
> To: <pietenpol-list@matronics.com>
> Sent: Monday, April 22, 2013 11:25 PM
> Subject: Pietenpol-List: Re: Garmin 1000 video
>
>
> >
> >Tom: good hints, and better than you can imagine because here at the Medford
airport, the CAP hangar is immediately outside the gate to my rows of hangars.
They have a 172 but not a newer one. I'll inquire to see if they have the training
program.
> >
> >If I go to the Cessna dealer (Jet Center, next door to the CAP hangar) and pretend
that I'm interested in a new Skyhawk so they'll let me play with the 1000
in it, they will just ask me, "hey, aren't you the guy we saw washing down
the fuselage of an old open cockpit fabric airplane the other day? Haw, haw! Does
that thing every fly? Haw, haw! What kind of nav instruments ya got in her...
a sextant and a pirate treasure map? Haw, haw! Whatcha want with a glass panel?
Haw, haw!"
> >
> >--------
> >Oscar Zuniga
> >Medford, OR
> >Air Camper NX41CC "Scout"
> >A75 power
> >
> >
> >
> >
> >Read this topic online here:
> >
> >http://forums.matronics.com/viewtopic.php?p=399187#399187
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
UNCLASSIFIED
Message 9
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| Subject: | Re: answers to questions |
UNCLASSIFIED
Douwe, after looking at the website it indicates that they are shatter resistant.
but not sure about safety glass.
Blue Skies,
Steve D
On 04/23/13, Douwe Blumberg wrote:
>
>
>
>
> Two questions were asked which I didn’t answer, sorry.
>
>
>
> The stall speed at gross is still unknown because my airspeed is the Johnson
wind vane type which doesn’t help much at stall speeds. We have to go up
and do it again on a still day with the gps to record things. When I say stalled
well, I simply meant she didn’t exhibit any un-ladylike behaviors…
>
>
>
> RAF type (can’t remember the MK #) don’t have safety glass (at least
any brands that I’m aware of), so YES, glass in the eyeballs after a
facial impact could be a risk.
>
>
>
> Douwe
>
>
>
>
>
>
UNCLASSIFIED
Message 10
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| Subject: | Re: answers to questions |
UNCLASSIFIED
Discussions by a buddy who is an aerodynamics instructor at a little maritime
school in Annapolis, MD is that you should make your GPS airspeed runs in the
same area, within a fairly short time period and at the same speed.
This includes stall checks. Run into the wind, then down wind. same altitude. 180
degrees. Do several of each. (same number for upwind and downwind) always enter
the maneuver the same way (Speed, height and such) for consistancy. You can
use the GPS to ensure that you are doing it in the same place and same heading.
Write it all down. if your mind it like mine, it will all get jumbled.
While you are at it, you can do takeoff stalls and approach to landing stalls.
Then some stalls while turning right and left. We all know that stall speed goes
up dramatically with bank angle but it is really an eye opener when you try
it in your plane.
Keep safely uppermost. Have lots of altitude and remember the test is secondary
to your safety.
Blue Skies,
Steve D
On 04/23/13, Douwe Blumberg wrote:
>
>
>
>
> Two questions were asked which I didn’t answer, sorry.
>
>
>
> The stall speed at gross is still unknown because my airspeed is the Johnson
wind vane type which doesn’t help much at stall speeds. We have to go up
and do it again on a still day with the gps to record things. When I say stalled
well, I simply meant she didn’t exhibit any un-ladylike behaviors…
>
>
>
> RAF type (can’t remember the MK #) don’t have safety glass (at least
any brands that I’m aware of), so YES, glass in the eyeballs after a
facial impact could be a risk.
>
>
>
> Douwe
>
>
>
>
>
>
UNCLASSIFIED
Message 11
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| Subject: | Re: Garmin 1000 video |
I think you guys missed it when Oscar said he wanted to learn the skill of glass
panels. I get that. I also like to improve my knowledge base when doing a
BFR. Heck, we're paying, so we may as well learn something. Besides, It is nice
to a least understand it if we need to fly a friends plane home for them and
the have glass.
Nuff of that. Good luck Oscar.
--------
Scott Liefeld
Flying N11MS since March 1972
Steel Tube
C-85-12
Wire Wheels
Brodhead in 1996
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399232#399232
Message 12
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| Subject: | Re: Garmin 1000 video |
All of my flight instruction to date has been almost exclusively in T-
craft or Aeroncas, none of which were equipped with no stinkin' GPS.
I figured I might as well get instruction that would lead directly to
a tailwheel endorsement & I don't plan on no stinkin' GPS in my Piet,
either.
Kip Gardner
On Apr 23, 2013, at 9:57 AM, Dortch, Steven D MAJ MIL USA NGB wrote:
> NGB" <steven.d.dortch@us.army.mil>
>
> UNCLASSIFIED
> Oscar, Ask the CFI if you can simply use the standby instruments,
> and not be tested on the intricacies of something you will not use.
> Explain what you fly.
>
> What happened to the old fashoned BFR given from the ground? They
> used to do checkrides watching from the ground for solo seat aircraft.
>
> Blue Skies,
> Steve D
>
> On 04/23/13, C N Campbell wrote:
>> >
>>
>> Oscar, I suggest you get the club to let you use their 172 with the
>> more basic panel and find an instructor who will give you the check
>> ride in it and forget about the 1000 (unless you are going to get
>> one for the Piet!) Or, better yet, find an old tail-dragger like a
>> T-craft or Aeronca to use. That would probably cost less and would
>> more closely relate to your Piet. I have an IP friend who owns a T-
>> craft and when the time comes he is going to bring me up to speed
>> in his T-craft and give me the BFR. Chuck
>>
>> ----- Original Message ----- From: "taildrags"
>> <taildrags@hotmail.com>
>> To: <pietenpol-list@matronics.com>
>> Sent: Monday, April 22, 2013 11:25 PM
>> Subject: Pietenpol-List: Re: Garmin 1000 video
>>
>>
>>> >
>>>
>>> Tom: good hints, and better than you can imagine because here at
>>> the Medford airport, the CAP hangar is immediately outside the
>>> gate to my rows of hangars. They have a 172 but not a newer one.
>>> I'll inquire to see if they have the training program.
>>>
>>> If I go to the Cessna dealer (Jet Center, next door to the CAP
>>> hangar) and pretend that I'm interested in a new Skyhawk so
>>> they'll let me play with the 1000 in it, they will just ask me,
>>> "hey, aren't you the guy we saw washing down the fuselage of an
>>> old open cockpit fabric airplane the other day? Haw, haw! Does
>>> that thing every fly? Haw, haw! What kind of nav instruments ya
>>> got in her... a sextant and a pirate treasure map? Haw, haw!
>>> Whatcha want with a glass panel? Haw, haw!"
>>>
>>> --------
>>> Oscar Zuniga
>>> Medford, OR
>>> Air Camper NX41CC "Scout"
>>> A75 power
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=399187#399187
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
> UNCLASSIFIED
>
>
Message 13
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| Subject: | Re: Garmin 1000 video |
Thanks for all the posts and input. I do not take offense at any of the responses,
and truly do understand what is important here. My last BFR was taken in
a Taylorcraft and it was my first time at the controls of one. Steve knows the
airplane... it's Mark Julicher's airplane and we flew it out of Bulverde Airpark.
Wow. Compared to Scout, the T-Crate was like flying my living room sofa!
Roomy, comfy, quiet, and it seemed quite fast. My kind of BFR, and I learned
from that.
Now for the dark side. In my hangar is a fuselage, wings, and tail surfaces for
a Zodiac 601XL. It needs the spar upgrade and then it can be completed. I
plan to have -gasp!- a glass panel in it. As few knobs, dials, switches, or protrusions
will be in the panel as I can make happen. My co-builder and co-owner's
world is the Prowler and electronic warfare, so it will be a familiar world
for him but a foreign one for me. Not that I'm a Luddite or that I can't
understand instruments and electronics... just that I've never flown a glass panel
before, so it's time to learn.
The minimum required for a BFR is an hour of classroom and an hour in the air,
and I enjoy the challenge. It makes "staying current" mean something more than
having an old buddy slap me on the back and sign my logbook. I always want
to learn, I always want to recognize my weaknesses in the cockpit, and I always
want to improve my skills. I want to keep flying for as long as I can. Scout
can teach me a lot about flying, but nothing about regs and radios.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399237#399237
Message 14
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| Subject: | Re: Control cables through fabric |
Mario; my airplane has some plastic fairings where the cables emerge from the fabric
at a small angle. They are Aircraft Spruce PN-05-05750 or Wicks CCF-1.
Also, you can look at the older Piper style reinforcement patches, like Aircraft
Spruce PN 05-07635, which have a slot cut in them. You can make these yourself,
using upholstery material or leather (piel). I made some from a discarded
black leather shoe, using pinking shears.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399242#399242
Message 15
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| Subject: | Re: Garmin 1000 video |
One thing yo can get for free is the operating guide for many EFIS systems
like the Dynon. These are great study guide. Not sure about the Garmin
G1000 but an internet search or a trip to the Garmin website may be
useful.
In time you will recognize that most of the systems are very similar in
the philosophy and differ only in details. Any reading or studying of
these books will be helpful.
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of taildrags
Sent: April 23, 2013 4:18 PM
Subject: Pietenpol-List: Re: Garmin 1000 video
--> <taildrags@hotmail.com>
Thanks for all the posts and input. I do not take offense at any of the
responses, and truly do understand what is important here. My last BFR
was taken in a Taylorcraft and it was my first time at the controls of
one. Steve knows the airplane... it's Mark Julicher's airplane and we
flew it out of Bulverde Airpark. Wow. Compared to Scout, the T-Crate was
like flying my living room sofa! Roomy, comfy, quiet, and it seemed quite
fast. My kind of BFR, and I learned from that.
Now for the dark side. In my hangar is a fuselage, wings, and tail
surfaces for a Zodiac 601XL. It needs the spar upgrade and then it can be
completed. I plan to have -gasp!- a glass panel in it. As few knobs,
dials, switches, or protrusions will be in the panel as I can make happen.
My co-builder and co-owner's world is the Prowler and electronic warfare,
so it will be a familiar world for him but a foreign one for me. Not that
I'm a Luddite or that I can't understand instruments and electronics...
just that I've never flown a glass panel before, so it's time to learn.
The minimum required for a BFR is an hour of classroom and an hour in the
air, and I enjoy the challenge. It makes "staying current" mean something
more than having an old buddy slap me on the back and sign my logbook. I
always want to learn, I always want to recognize my weaknesses in the
cockpit, and I always want to improve my skills. I want to keep flying
for as long as I can. Scout can teach me a lot about flying, but nothing
about regs and radios.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399237#399237
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| Subject: | Model A water prob |
Hey Guys.... I'm still fighting this water overflow problem on the ford A... I'm
starting to wonder if the problem is the angle of the engine on the ground..
?
I ran today.. at full power after a couple of minutes i believe.. I started getting
water overflowing again.
Its killing me.. I want to fly but not if there's a problem..
I added a "steam pipe " to the front of the head... slowed down the pump a bit
and still after a bit of a run at full power... water out of the overflow. and
at temps below 180. I'm wondering if i'm getting a steam pocket in the head.
Do i need to raise the tail to do a long full power run ??
Am i creating my own problem ?
i see why the air cooled engines win out sometimes... i love the A.. runs great....
but this is baffling me
jeff
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http://forums.matronics.com/viewtopic.php?p=399251#399251
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| Subject: | Re: Model A water prob |
jeff, try a fast taxi with the tail up when it's overflowing like that with
the tail down. Maybe that would show you if it's just a ground angle thing.
If it quits overflowing with the tail up you got it made. Too much water in
the system? I don't know anything about water-cooled engines -- I'm an
air-cooled fan. Chuck
----- Original Message -----
From: "bender" <jfaith@solairusaviation.com>
Sent: Tuesday, April 23, 2013 5:49 PM
Subject: Pietenpol-List: Model A water prob
> <jfaith@solairusaviation.com>
>
> Hey Guys.... I'm still fighting this water overflow problem on the ford
> A... I'm starting to wonder if the problem is the angle of the engine on
> the ground.. ?
> I ran today.. at full power after a couple of minutes i believe.. I
> started getting water overflowing again.
> Its killing me.. I want to fly but not if there's a problem..
> I added a "steam pipe " to the front of the head... slowed down the pump a
> bit and still after a bit of a run at full power... water out of the
> overflow. and at temps below 180. I'm wondering if i'm getting a steam
> pocket in the head. Do i need to raise the tail to do a long full power
> run ??
> Am i creating my own problem ?
>
> i see why the air cooled engines win out sometimes... i love the A.. runs
> great.... but this is baffling me
>
> jeff
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399251#399251
>
>
>
Message 18
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| Subject: | Re: Model A water prob |
Jeff, this happens a lot on Model A cars, as you probably know, and is
usually due to the radiator being plugged with rust, etc, to the point it
can't flow all the water being pumped to it. Hope this isn't the case with
your radiator, but maybe something to check.
Larry
----- Original Message -----
From: "bender" <jfaith@solairusaviation.com>
Sent: Tuesday, April 23, 2013 5:49 PM
Subject: Pietenpol-List: Model A water prob
> <jfaith@solairusaviation.com>
>
> Hey Guys.... I'm still fighting this water overflow problem on the ford
> A... I'm starting to wonder if the problem is the angle of the engine on
> the ground.. ?
> I ran today.. at full power after a couple of minutes i believe.. I
> started getting water overflowing again.
> Its killing me.. I want to fly but not if there's a problem..
> I added a "steam pipe " to the front of the head... slowed down the pump a
> bit and still after a bit of a run at full power... water out of the
> overflow. and at temps below 180. I'm wondering if i'm getting a steam
> pocket in the head. Do i need to raise the tail to do a long full power
> run ??
> Am i creating my own problem ?
>
> i see why the air cooled engines win out sometimes... i love the A.. runs
> great.... but this is baffling me
>
> jeff
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399251#399251
>
>
>
Message 19
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| Subject: | Re: Model A water prob |
It's a new radiator. ..I had it made. . Aluminum two row core.
It's narrower than the Lovely radiator many have. .. 20" by 8" ..
& I think forest built his 10 or 12 by 20... but I've been told aluminum is 30%
More efficient. .I really think I'm getting a steam pocket. .
The radiator keeps its cool till it overflows then it gets warm. .. not hot then
overflow.
Overflow then hot. ..I could put the tail on a stand and run but a taxi at full
power long enough to overflow would result in a lot of altitude
Jeff
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| Subject: | Re: Model A water prob |
Jeff,
Have you done a differential compression check with the radiator cap off? If you
have a leaking head gasket or cracked head you should hear/see air bubbles
in there.
My $0.02
--------
Jerry Dotson
First flight June 16,2012
Flying in phase 2
Lycoming O-235 C2C
Jay Anderson CloudCars prop 76 X 44
do not archive
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| Subject: | Re: answers to questions |
Douwe,
Here is a good article about airspeed calibration techniques, similar to what Steve
said. Did not whether or not you had seen this before-
http://experimenter.epubxp.com/i/90184
The artucle is on Page 50.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399260#399260
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| Subject: | Re: Model A water prob |
I have not done a compression check but good idea. ...I thought about the head
gasket. . Got fed up a few weeks ago and pulled the head. .looked ok. Replaced
the head gasket.
The head and block looked good. .
Maybe a compression check tomorrow
Jeff
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399261#399261
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| Subject: | Re: Garmin 1000 video |
Oscar,
It is all about the scan - knowing not what you are looking at (you know what airspeed,
altitude and VSI look like), but where it is located on the screen, what
you are looking for (am I looking for a round gauge or a tape?). And in my
experience, most glass cockpits have speed tapes and altitude tapes, not round
gauge presentation of either. The engine instruments generally remain round
to simulate old-style round dials. You are on the right track to get the manual
and possibly an online tutorial (I know the CAP had it, so maybe a CAP pilot
friend can hook you up), and just get your scan where it needs to be.
It is not as overwhelming as you might think. You just want to do the homework
before you get in the airplane. It makes it much more enjoyable not to feel WAAAY
behind the instrumentation.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399262#399262
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| Subject: | Re: answers to questions |
UNCLASSIFIED
Douwe, Perhaps even more important than knowing where your stall speed is, is knowing
what it feels like just before the stall.
IE on my Cessna 150 everything got very mushy before a stall. On my Vtail it gives
a vigorous shake several mph before the stall. That mush or shake could wake
you up when you are in the wrong airspeed corner.
Blue Skies,
Steve D
On 04/23/13, jarheadpilot82 wrote:
>
> Douwe,
>
> Here is a good article about airspeed calibration techniques, similar to what
Steve said. Did not whether or not you had seen this before-
>
> http://experimenter.epubxp.com/i/90184
>
> The artucle is on Page 50.
>
> --------
> Semper Fi,
>
> Terry Hand
> Athens, GA
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399260#399260
>
>
>
>
>
>
>
UNCLASSIFIED
Message 25
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| Subject: | Re: Garmin 1000 video |
UNCLASSIFIED
Oscar, If I could legally put it in my plane, I would put a trutrack system in.
just a great and affordable system. flexible. and state of the art. Even more
so than all the certified stuff.
for $10,000 at trutrack you can do what takes $80,000+ at GArmin.
Blue Skies,
Steve D
On 04/23/13, taildrags wrote:
>
> Thanks for all the posts and input. I do not take offense at any of the responses,
and truly do understand what is important here. My last BFR was taken in
a Taylorcraft and it was my first time at the controls of one. Steve knows the
airplane... it's Mark Julicher's airplane and we flew it out of Bulverde Airpark.
Wow. Compared to Scout, the T-Crate was like flying my living room sofa!
Roomy, comfy, quiet, and it seemed quite fast. My kind of BFR, and I learned
from that.
>
> Now for the dark side. In my hangar is a fuselage, wings, and tail surfaces for
a Zodiac 601XL. It needs the spar upgrade and then it can be completed. I plan
to have -gasp!- a glass panel in it. As few knobs, dials, switches, or protrusions
will be in the panel as I can make happen. My co-builder and co-owner's
world is the Prowler and electronic warfare, so it will be a familiar world
for him but a foreign one for me. Not that I'm a Luddite or that I can't understand
instruments and electronics... just that I've never flown a glass panel
before, so it's time to learn.
>
> The minimum required for a BFR is an hour of classroom and an hour in the air,
and I enjoy the challenge. It makes "staying current" mean something more than
having an old buddy slap me on the back and sign my logbook. I always want
to learn, I always want to recognize my weaknesses in the cockpit, and I always
want to improve my skills. I want to keep flying for as long as I can. Scout
can teach me a lot about flying, but nothing about regs and radios.
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399237#399237
>
>
>
>
>
>
>
UNCLASSIFIED
Message 26
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| Subject: | Re: Garmin 1000 video |
UNCLASSIFIED
Another thot on brushing up on the G1000 is to get a Microsoft Flight Sim program.
My old flight sim X has the G1000.
Steam gauges forever!
Steve D
On 04/23/13, taildrags wrote:
>
> Thanks for all the posts and input. I do not take offense at any of the responses,
and truly do understand what is important here. My last BFR was taken in
a Taylorcraft and it was my first time at the controls of one. Steve knows the
airplane... it's Mark Julicher's airplane and we flew it out of Bulverde Airpark.
Wow. Compared to Scout, the T-Crate was like flying my living room sofa!
Roomy, comfy, quiet, and it seemed quite fast. My kind of BFR, and I learned
from that.
>
> Now for the dark side. In my hangar is a fuselage, wings, and tail surfaces for
a Zodiac 601XL. It needs the spar upgrade and then it can be completed. I plan
to have -gasp!- a glass panel in it. As few knobs, dials, switches, or protrusions
will be in the panel as I can make happen. My co-builder and co-owner's
world is the Prowler and electronic warfare, so it will be a familiar world
for him but a foreign one for me. Not that I'm a Luddite or that I can't understand
instruments and electronics... just that I've never flown a glass panel
before, so it's time to learn.
>
> The minimum required for a BFR is an hour of classroom and an hour in the air,
and I enjoy the challenge. It makes "staying current" mean something more than
having an old buddy slap me on the back and sign my logbook. I always want
to learn, I always want to recognize my weaknesses in the cockpit, and I always
want to improve my skills. I want to keep flying for as long as I can. Scout
can teach me a lot about flying, but nothing about regs and radios.
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399237#399237
>
>
>
>
>
>
>
UNCLASSIFIED
Message 27
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| Subject: | Re: Model A water prob |
You might give Ken Perkins a call. He has a lot of model A experience. Phone
is: 913 764-6949
-----Original Message-----
From: bender
Sent: Tuesday, April 23, 2013 4:49 PM
Subject: Pietenpol-List: Model A water prob
Hey Guys.... I'm still fighting this water overflow problem on the ford A...
I'm starting to wonder if the problem is the angle of the engine on the
ground.. ?
I ran today.. at full power after a couple of minutes i believe.. I started
getting water overflowing again.
Its killing me.. I want to fly but not if there's a problem..
I added a "steam pipe " to the front of the head... slowed down the pump a
bit and still after a bit of a run at full power... water out of the
overflow. and at temps below 180. I'm wondering if i'm getting a steam
pocket in the head. Do i need to raise the tail to do a long full power run
??
Am i creating my own problem ?
i see why the air cooled engines win out sometimes... i love the A.. runs
great.... but this is baffling me
jeff
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399251#399251
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|
Here's one of ours from Nav Canada.
"standard" or "plain english" Take your pick
Try it
http://www.flightplanning.navcanada.ca/cgi-bin/CreePage.pl?Langue=anglais&NoSession=NS_Inconnu&Page=Fore-obs%2Fmetar-taf-map&TypeDoc=html
Input CYVR for the nearest to Meself.
Clif
> UNCLASSIFIED
> LIB som1 lse hs t sam prllem ah hv wi the shrt hnd ov wx brfs. Ah h8 rdg
> te *&^%$#$(^$ tings. How archaic.
>
> SKC
> STV D
One of the most arcane things about flight preparation and execution is
deciphering the @#$%& weather forecasts and printouts. It's all in
abbreviated, truncated English or it invokes strange symbols and
abbreviations representing each type of weather phenomenon. >> Oscar Zuniga
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