Today's Message Index:
----------------------
1. 12:26 AM - Re: Speed (Mild Bill)
2. 01:37 AM - Re: Re: Vasek's Pietenpol project (Keith)
3. 01:41 AM - Re: Re: Vasek's Pietenpol project (Out of Office) (TOM STINEMETZE)
4. 04:32 AM - Tail Wheel Spring (john francis)
5. 05:20 AM - Re: Tail Wheel Spring (Michael Perez)
6. 05:38 AM - Re: Re: prop is done (Gardiner Mason)
7. 07:17 AM - Re: Re: New E-mail address (Charles N. Campbell)
8. 07:51 AM - Re: Tail Wheel Spring (Bill Church)
9. 08:14 AM - Re: Re: Speed (Steven Dortch)
10. 08:25 AM - Re: Re: Tail Wheel Spring (Michael Perez)
11. 09:35 AM - Re: newsletter (Ralph)
12. 10:02 AM - Re: Re: Speed (Boatright, Jeffrey)
13. 10:41 AM - Re: newsletter (echobravo4)
14. 11:21 AM - Re: newsletter (tkreiner)
15. 12:00 PM - Re: newsletter (Bill Church)
16. 12:41 PM - Re: newsletter (Jack Phillips)
17. 01:09 PM - Re: newsletter (Ryan Mueller)
18. 01:16 PM - Re: newsletter (Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC])
19. 01:24 PM - Re: newsletter (Boatright, Jeffrey)
20. 01:30 PM - Re: newsletter (Tim White)
21. 03:10 PM - Re: newsletter (airlion2@gmail.com)
22. 04:32 PM - Re: newsletter (Don Emch)
23. 04:43 PM - Re: Re: newsletter (Gary Boothe)
24. 04:55 PM - Re: Re: newsletter (Boatright, Jeffrey)
25. 05:30 PM - Re: newsletter (danhelsper@aol.com)
26. 07:40 PM - Re: Speed (nightmare)
27. 07:41 PM - Re: Speed (nightmare)
28. 10:00 PM - Re: Speed (taildrags)
Message 1
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Dan -
The question about the effects of the fabric sagging behind the sharp line of the
leading edge sheeting is fraught with complications - it might hurt, it might
help, it might be of no consequence.
Supporting the assertion it will hurt:
The sudden discontinuity in contour will trip the boundary layer into turbulent
flow, increasing the drag.
It might also cause a sudden loss of lift at the stall. (The mechanism for how
the latter could occur may seem mysterious in light of the discussion in the next
section, but it has been known to occur - mostly on airfoils designed for
extensive laminar flow, which the FC-10 definitely is not).
Supporting the assertion it will help:
As for the drag issue, the back face of the spar on an Air Camper built to Pietenpol
plans is at about 13% of chord, well forward of where we would expect the
natural transition to turbulent flow on a smooth FC-10 airfoil. But let's be
honest, now, "Air Camper, thy middle name is Drag." Will the increase in drag
from an early transition at 13% really cause a *significant* percentage increase
in total drag? Um, no, so let's not worry about it, OK?
At very low Reynolds number (Rn) it's actually hard to prevent laminar flow, but
a laminar boundary layer tends to lose energy the farther back it goes, so when
it encounters the increasing pressure gradient past the peak of the upper
surface curvature it's "too tired" to follow the curvature and the flow jumps
off the surface, killing the lift and creating a huge drag rise. The model airplane
people actually put turbulator spars and even spanwise wires suspended just
above the surface on little posts to force the air into turbulent flow so
it can follow the contour - the drag from the turbulence is far less than the
drag from laminar flow separating completely from the surface. As for lift, the
turbulent flow keeping the boundary layer attached will increase the angle of
attack before the stall (i.e. lower the stall speed) and may contribute to the
stall spreading slowly from the trailing edge forward (i.e. help prevent a
sudden drop off).
Especially during the critical phases of taking off and landing, the Rn for an
Air Camper is low enough that fixing the transition at the back edge of the spar
may help in the manner described above.
Supporting the assertion it will not have any significant effects:
The 2D section drag of the FC-10 might be significantly increased, but as noted
above the significance will probably be rendered insignificant relative to the
monstrous total drag from all causes.
As for the lift, who knows without doing testing?
Steve Wittman had a method for evaluating the positive and negative effects of
changing the design of a wing: Build one half of a new wing and put it on the
airplane without changing the other half, then go flying.
When you recover your Air Camper, you could start with just one wing and remove
the support under the leading edge sheeting before recovering, then go flying.
You should, of course, be hyper attentive while gradually approaching the stall,
ready to recover instantly in case either wing drops early. Since your Air
Camper stalls gently, I suspect that testing will reveal no significant change,
so you can proceed to making the other wing have the better appearance.
--------
Bill Frank
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=419422#419422
Message 2
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Subject: | Re: Vasek's Pietenpol project |
For the Twins it is very hard to get the cylinder cooling right and
usually ends up with having the cylinder heads reversed with new and
expensively modified camshafts, also the BHP / TORQUE profile is nor
really suitable so the engine is always running at quit high RPM and
this along with the fact that they usually end up fitted to slow flight
aircraft (microlights etc) leads to even more cooling problems also.
The K100 had a nice torque peak at 6000 RPM )65 HP at this RPM) which
when reduced by 3 to 1 via the Rotax "C" gearbox gives a hopefully nice
cruise at 2000 prop RPM and the full power 90HP @ 8000 RPM = 2666 prop
RPM should give a good takeoff performance, time will tell when the
first takeoff takes place!
Keith
On 25/02/2014 21:27, Steven Dortch wrote:
> Very interesting, What is the end Horsepower at what RPM and what weight?
>
> How about the BMW Opposed twin? It would look like a natural. but
> would also need a Reduction drive.
>
> Steve D
>
>
> On Tue, Feb 25, 2014 at 2:41 PM, Keith <pietenpol@hodgehome.org.uk
> <mailto:pietenpol@hodgehome.org.uk>> wrote:
>
> Yes,
>
> I am just nearing the end of my build using a BMW K100LT engine,
> fitted with a Rotax "C" gearbox with a ratio of 3 to 1.
>
> It has the original fuel injection and electronic ignition and
> seems to be OK. It gave 2250 Prop RPM when fitted with a 72" by
> 46", I am now waiting for the winter rains and winds to go away so
> that I can fit the new 72" by 42" prop which I hope will give me
> 2550 RPM.
>
> Attached is a photograph of the engine installation.
>
> Hoping for an engineering inspection in May.
>
> Keith Hodge
>
>
> On 25/02/2014 20:21, Steven Dortch wrote:
>> Just curious, Anyone used s BMW motorcycle engine?
>>
>> Steve D
>>
>>
>> On Mon, Feb 24, 2014 at 3:16 PM, Vasek <bigon2@seznam.cz
>> <mailto:bigon2@seznam.cz>> wrote:
>>
>> <bigon2@seznam.cz <mailto:bigon2@seznam.cz>>
>>
>> Thank you for your advices Jack and Lorenzo.
>>
>> I already changed my mind with the VW engine, after I got a
>> clear explanation about the torque, and after reading the
>> Bill Church's article. It would result in many complications
>> which do not worth it..
>>
>> There might be some Microns available here, I will see.
>>
>> Another option is now another automobile engine with a
>> reduction drive. I could use a Suzuki engine. I will see. Now
>> I can build the aircraft and watch for offers in shops, used
>> engines.
>>
>> I will use the original Pietenpol airfoil.
>>
>> As for the meeting in Brodhead/Oshkosh, you want me to try
>> the first trans-atlantic flight with a Pietenpol? :D
>>
>> --------
>> My production of WW1 propellers, trophies and constructions:
>>
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=419261#419261
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> br> -List"
>> target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
>> ==========
>> MS -
>> k">http://forums.matronics.com
>> ==========
>> e -
>> -Matt Dralle, List Admin.
>> t="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
>> *
>>
>>
>> *
>
>
> *
>
>
> *
Message 3
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Subject: | Re: Vasek's Pietenpol project (Out of Office) |
Tom Stinemetze will be unavailable for the remainder of the month of March. I
will be back in my office on April 1, 2013.
>>> Keith <pietenpol@hodgehome.org.uk> 02/27/14 03:36 >>>
For the Twins it is very hard to get the cylinder cooling right and
usually ends up with having the cylinder heads reversed with new and
expensively modified camshafts, also the BHP / TORQUE profile is nor
really suitable so the engine is always running at quit high RPM and
this along with the fact that they usually end up fitted to slow flight
aircraft (microlights etc) leads to even more cooling problems also.
The K100 had a nice torque peak at 6000 RPM )65 HP at this RPM) which
when reduced by 3 to 1 via the Rotax "C" gearbox gives a hopefully nice
cruise at 2000 prop RPM and the full power 90HP @ 8000 RPM = 2666 prop
RPM should give a good takeoff performance, time will tell when the
first takeoff takes place!
Keith
On 25/02/2014 21:27, Steven Dortch wrote:
> Very interesting, What is the end Horsepower at what RPM and what weight?
>
> How about the BMW Opposed twin? It would look like a natural. but
> would also need a Reduction drive.
>
> Steve D
>
>
> On Tue, Feb 25, 2014 at 2:41 PM, Keith <pietenpol@hodgehome.org.uk
> <mailto:pietenpol@hodgehome.org.uk>> wrote:
>
> Yes,
>
> I am just nearing the end of my build using a BMW K100LT engine,
> fitted with a Rotax "C" gearbox with a ratio of 3 to 1.
>
> It has the original fuel injection and electronic ignition and
> seems to be OK. It gave 2250 Prop RPM when fitted with a 72" by
> 46", I am now waiting for the winter rains and winds to go away so
> that I can fit the new 72" by 42" prop which I hope will give me
> 2550 RPM.
>
> Attached is a photograph of the engine installation.
>
> Hoping for an engineering inspection in May.
>
> Keith Hodge
>
>
> On 25/02/2014 20:21, Steven Dortch wrote:
>> Just curious, Anyone used s BMW motorcycle engine?
>>
>> Steve D
>>
>>
>> On Mon, Feb 24, 2014 at 3:16 PM, Vasek <bigon2@seznam.cz
>> <mailto:bigon2@seznam.cz>> wrote:
>>
>> <bigon2@seznam.cz <mailto:bigon2@seznam.cz>>
>>
>> Thank you for your advices Jack and Lorenzo.
>>
>> I already changed my mind with the VW engine, after I got a
>> clear explanation about the torque, and after reading the
>> Bill Church's article. It would result in many complications
>> which do not worth it..
>>
>> There might be some Microns available here, I will see.
>>
>> Another option is now another automobile engine with a
>> reduction drive. I could use a Suzuki engine. I will see. Now
>> I can build the aircraft and watch for offers in shops, used
>> engines.
>>
>> I will use the original Pietenpol airfoil.
>>
>> As for the meeting in Brodhead/Oshkosh, you want me to try
>> the first trans-atlantic flight with a Pietenpol? :D
>>
>> --------
>> My production of WW1 propellers, trophies and constructions:
>> *
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=419261#419261
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> br> -List"
>> target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
>> ==========
>> MS -
>> k">http://forums.matronics.com
>> ==========
>> e -
>> -Matt Dralle, List Admin.
>> t="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
>> *
>>
>>
>> *
>
>
> *
>
>
> *
Message 4
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Subject: | Tail Wheel Spring |
My tail wheel assembly was built by Ken Perkins. Although he has it so the spring
twists into place, is it tack welded to hold it in place? This is not a
picture of my setup, but is close.
--------
John Francis
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=419427#419427
Attachments:
http://forums.matronics.com//files/tailwheel_installed__longer_107_207.jpg
Message 5
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Subject: | Re: Tail Wheel Spring |
John, you may not want to take the assembly apart to do this, but...
When I made mine, I cut tabs around the spring cups. (attached) Then once the assembly
was installed, I bent a few of these over to retain the spring.
If God is your co-pilot...switch seats.
Michael Perez
Pietenpol HINT Videos
KaretakerAero
www.karetakeraero.com
Message 6
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Subject: | Re: prop is done |
Oscar, you will probably have more rain at broad head and how are you going to
get that pretty toothpick there? Maybe strap it to your struts? He He. Cheers,
Gardiner
Sent from my iPad
On Feb 26, 2014, at 10:26 PM, "taildrags" <taildrags@hotmail.com> wrote:
>
> I'll save everyone else the trouble of searching for Kevin's post. Here it is
(snipped):
> ========
> Ive taken so much abuse for the ugly-but-effective Warp Drive prop that I broke
> down and bought a wooden prop from Cloudcars. It is 68x34. They originally
> sent me a 68X27 which Jay calculated to be similar in pitch to my Warp at 7.5
> degrees. It wasnt enough pitch. They very kindly provided another propeller.
> It appears to have a little more functional pitch than the Warp. The plane
> climbs a little slower, but still at better than 500 fpm, and flies about 10%
> faster. Since were not allowed to fly our Cloudcars in the rain I may switch
> to the Warp for traveling to and from Brodhead, and then use the pretty wooden
> prop while there.
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=419404#419404
>
>
>
>
>
>
>
>
>
>
Message 7
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Subject: | Re: New E-mail address |
No! It is the year I was born. C
On Mon, Feb 24, 2014 at 4:57 PM, jarheadpilot82
<jarheadpilot82@hotmail.com>wrote:
> jarheadpilot82@hotmail.com>
>
> Chuck,
>
> So 1924 is your address, right? :D
>
> --------
> Semper Fi,
>
> Terry Hand
> Athens, GA
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=419267#419267
>
>
Message 8
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Subject: | Re: Tail Wheel Spring |
Michael,
In other words, you followed the plans? Good idea.
The photo John attached appears to show the same method.
There should be no need to tack weld the spring. Welding springs is generally
not a good idea, since it will affect the temper of the steel.
Once installed, if the spring were to (somehow) rotate, it would "bottom out"
at either the top or bottom end, and not be able to rotate any further and unscrew
itself.
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=419440#419440
Attachments:
http://forums.matronics.com//files/tail_skid_204.jpg
Message 9
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I noticed in the flying and glider manuals some tips on how to decrease
drag. Faring in strut, landing gear and strut attachments, and wheel pants
(or spats) was most common.
Doing away with round things like wires, struts and cabanes and replacing
them with a blade shape has been well known to decrease drag.
Basically the more blade shaped the better, to a point.
It may seem like a lot to do on a draggy plane, but it would let the engine
breath easier at the same speeds and could be done incrementally. What is
the consensus on where you get the most bang for the buck?
Blue Skies,
Steve D.
On Thu, Feb 27, 2014 at 2:25 AM, Mild Bill <whfrank@charter.net> wrote:
>
> Dan -
>
> The question about the effects of the fabric sagging behind the sharp line
> of the leading edge sheeting is fraught with complications - it might hurt,
> it might help, it might be of no consequence.
>
>
> Supporting the assertion it will hurt:
>
> The sudden discontinuity in contour will trip the boundary layer into
> turbulent flow, increasing the drag.
>
> It might also cause a sudden loss of lift at the stall. (The mechanism for
> how the latter could occur may seem mysterious in light of the discussion
> in the next section, but it has been known to occur - mostly on airfoils
> designed for extensive laminar flow, which the FC-10 definitely is not).
>
>
> Supporting the assertion it will help:
>
> As for the drag issue, the back face of the spar on an Air Camper built to
> Pietenpol plans is at about 13% of chord, well forward of where we would
> expect the natural transition to turbulent flow on a smooth FC-10 airfoil.
> But let's be honest, now, "Air Camper, thy middle name is Drag." Will the
> increase in drag from an early transition at 13% really cause a
> *significant* percentage increase in total drag? Um, no, so let's not worry
> about it, OK?
>
> At very low Reynolds number (Rn) it's actually hard to prevent laminar
> flow, but a laminar boundary layer tends to lose energy the farther back it
> goes, so when it encounters the increasing pressure gradient past the peak
> of the upper surface curvature it's "too tired" to follow the curvature and
> the flow jumps off the surface, killing the lift and creating a huge drag
> rise. The model airplane people actually put turbulator spars and even
> spanwise wires suspended just above the surface on little posts to force
> the air into turbulent flow so it can follow the contour - the drag from
> the turbulence is far less than the drag from laminar flow separating
> completely from the surface. As for lift, the turbulent flow keeping the
> boundary layer attached will increase the angle of attack before the stall
> (i.e. lower the stall speed) and may contribute to the stall spreading
> slowly from the trailing edge forward (i.e. help prevent a sudden drop off).
>
> Especially during the critical phases of taking off and landing, the Rn
> for an Air Camper is low enough that fixing the transition at the back edge
> of the spar may help in the manner described above.
>
>
> Supporting the assertion it will not have any significant effects:
>
> The 2D section drag of the FC-10 might be significantly increased, but as
> noted above the significance will probably be rendered insignificant
> relative to the monstrous total drag from all causes.
>
> As for the lift, who knows without doing testing?
>
>
> Steve Wittman had a method for evaluating the positive and negative
> effects of changing the design of a wing: Build one half of a new wing and
> put it on the airplane without changing the other half, then go flying.
>
> When you recover your Air Camper, you could start with just one wing and
> remove the support under the leading edge sheeting before recovering, then
> go flying. You should, of course, be hyper attentive while gradually
> approaching the stall, ready to recover instantly in case either wing drops
> early. Since your Air Camper stalls gently, I suspect that testing will
> reveal no significant change, so you can proceed to making the other wing
> have the better appearance.
>
> --------
> Bill Frank
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=419422#419422
>
>
Message 10
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Subject: | Re: Tail Wheel Spring |
Yes, I know, I know...this is one place I did just like the plans showed. (One
of only a few.)
If God is your co-pilot...switch seats.
Michael Perez
Pietenpol HINT Videos
Karetaker Aero
www.karetakeraero.com
Message 11
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The newsletter finally arrived in the plains of eastern South Dakota.
Great job. I appreciate the work being done to provide us with the
articles.
Ralph Hurlbert
Message 12
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|
As they say, a lot depends on a lot. Our Piet originally had Cub gear with
bungees. Coming back on the power in pattern, the nose really dipped over.
For various reasons we replaced the bungees with springs. Coming back on th
e power, the plane behaves more like a Cessna. Also, the glide seems better
. I'm guessing replacing bungees with springs cut drug quite a bit.
Not the same plane, but our hangar neighbor covered the round-tube lift str
uts of his Pup with plastic airfoil-shaped covers (these used to be sold at
the big fly-ins but I haven't seen them recently). Both his climb and crui
se increased considerably.
--
Jeffrey H. Boatright, PhD, FARVO
Associate Professor of Ophthalmology
Emory University School of Medicine
From: Steven Dortch <steven.d.dortch@gmail.com<mailto:steven.d.dortch@gmail
.com>>
>" <pietenpol-list@matronics.com<mailto:pietenpol-list@matronics.com>>
etenpol-list@matronics.com<mailto:pietenpol-list@matronics.com>>
Subject: Re: Pietenpol-List: Re: Speed
I noticed in the flying and glider manuals some tips on how to decrease dra
g. Faring in strut, landing gear and strut attachments, and wheel pants (or
spats) was most common.
Doing away with round things like wires, struts and cabanes and replacing t
hem with a blade shape has been well known to decrease drag.
Basically the more blade shaped the better, to a point.
It may seem like a lot to do on a draggy plane, but it would let the engine
breath easier at the same speeds and could be done incrementally. What is
the consensus on where you get the most bang for the buck?
Blue Skies,
Steve D.
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Message 13
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Got mine yesterday-
Well worth the wait!
Thanks John!
--------
Earl Brown
I may not have gone where I intended to go, but I think I have ended up where I
intended to be.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=419450#419450
Message 14
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Mine came in yesterday's mail! (Our delivery is around 5:15 pm, but in time for
me to read it last evening...)
Very nice job, John, as others have said, the newletter is in good hands.
--------
Tom Kreiner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=419452#419452
Message 15
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Okay, so that should only leave another 683 BPA newsletter subscribers to announce
that they have received their copy in the mail.
Just kidding. Thanks for taking on what is usually a thankless job, John.
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=419454#419454
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Mine still hasn't shown up in the wilds of the Blue Ridge Mountains of
Virginia. Who is this John Hofmann, anyway, and what right does he have to
hold my newsletter hostage?
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ralph
Sent: Thursday, February 27, 2014 12:35 PM
Subject: Re: Pietenpol-List: newsletter
The newsletter finally arrived in the plains of eastern South Dakota. Great
job. I appreciate the work being done to provide us with the articles.
Ralph Hurlbert
Message 17
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I HAVE NO IDEA WHAT YOU ARE TALKING ABOUT NOR DO I CARE. WHO THE F IS JACK
PHILLIPS? WHAT THE F IS A SMITH MOUNTAIN LAKE? MY INTEREST IS IN BUILDING
A PIETENPOL I DONT GIVE A CRAP WHERE THE BLUE RIDGE MOUNTAINS COME FROM OR
WHO MADE THEM AND I SURE DONT WANT TO BE HERE AND BE LECTURED BY THE
GENTLEMAN FROM VIRGINIA WHO PUT A STINKBUG IN MY SUITCASE
P.S: MY DAMN PENCILS STILL HAVENT ARRIVED EITHER
DO NOT ARCHIVE
On Thu, Feb 27, 2014 at 2:40 PM, Jack Phillips <jack@bedfordlandings.com>wrote:
> Mine still hasn't shown up in the wilds of the Blue Ridge Mountains of
> Virginia. Who is this John Hofmann, anyway, and what right does he have
> to hold my newsletter hostage?
>
>
> Jack Phillips
>
> NX899JP
>
> Smith Mountain Lake, Virginia
>
>
> ------------------------------
>
> *From:* owner-pietenpol-list-server@matronics.com [mailto:
> owner-pietenpol-list-server@matronics.com] *On Behalf Of *Ralph
> *Sent:* Thursday, February 27, 2014 12:35 PM
> *To:* pietenpol-list@matronics.com
> *Subject:* Re: Pietenpol-List: newsletter
>
>
> The newsletter finally arrived in the plains of eastern South Dakota.
> Great job. I appreciate the work being done to provide us with the
> articles.
>
>
> Ralph Hurlbert
>
>
> *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>*
>
>
> *
>
>
> *
>
>
Message 18
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COME TO THINK OF IT RYAN I HAVEN'T REC'D MY PENCILS EITHER BUT MY NEWSLETTE
R CAME. I JUST WANT TO KNOW HOW MANY
LEFT HANDED PEOPLE GOT THEIR NEWSLETTER BEFORE RIGHT HANDED PEOPLE. I'M S
TILL TRYING TO FIGURE THAT OUT.
Message 19
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AND WHAT ABOUT THE AMBIDEXTROUS? WILL THEY EVER GET THEIRS? AND ARE THEY GI
FTED OR JUST CAN'T MAKE UP THEIR MINDS?
Do not archive. Unless you've received your newsletter. Then you can archiv
e this.
--
Jeffrey H. Boatright, PhD, FARVO
Associate Professor of Ophthalmology
Emory University School of Medicine
From: <Cuy>, "LLC]" <michael.d.cuy@nasa.gov<mailto:michael.d.cuy@nasa.gov>>
>" <pietenpol-list@matronics.com<mailto:pietenpol-list@matronics.com>>
etenpol-list@matronics.com<mailto:pietenpol-list@matronics.com>>
Subject: RE: Pietenpol-List: newsletter
COME TO THINK OF IT RYAN I HAVEN=92T REC=92D MY PENCILS EITHER BUT MY NEWSL
ETTER CAME. I JUST WANT TO KNOW HOW MANY
LEFT HANDED PEOPLE GOT THEIR NEWSLETTER BEFORE RIGHT HANDED PEOPLE. I=92M
STILL TRYING TO FIGURE THAT OUT.
_
________________________________
This e-mail message (including any attachments) is for the sole use of
the intended recipient(s) and may contain confidential and privileged
information. If the reader of this message is not the intended
recipient, you are hereby notified that any dissemination, distribution
or copying of this message (including any attachments) is strictly
prohibited.
If you have received this message in error, please contact
the sender by reply e-mail message and destroy all copies of the
original message (including attachments).
Message 20
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Why not put it online as well as in paper copy? I would gladly sign up
for it if it was available online.
On 2/27/2014 3:40 PM, Jack Phillips wrote:
>
> Mine still hasn't shown up in the wilds of the Blue Ridge Mountains of
> Virginia. Who is this John Hofmann, anyway, and what right does he
> have to hold my newsletter hostage?
>
> Jack Phillips
>
> NX899JP
>
> Smith Mountain Lake, Virginia
>
> ------------------------------------------------------------------------
>
> *From:*owner-pietenpol-list-server@matronics.com
> [mailto:owner-pietenpol-list-server@matronics.com] *On Behalf Of *Ralph
> *Sent:* Thursday, February 27, 2014 12:35 PM
> *To:* pietenpol-list@matronics.com
> *Subject:* Re: Pietenpol-List: newsletter
>
> The newsletter finally arrived in the plains of eastern South Dakota.
> Great job. I appreciate the work being done to provide us with the
> articles.
>
> Ralph Hurlbert
>
> * *
> * *
> **
> **
> **
> *http://www.matronics.com/Navigator?Pietenpol-List*
> **
> **
> *http://forums.matronics.com*
> **
> **
> *http://www.matronics.com/contribution*
> * *
> *
>
>
> *
Message 21
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Come on guys . How about cleaning up The dialogue. I am embarrassed to let my wife
read the list now. Gardiner
Sent from my iPad
> On Feb 27, 2014, at 4:08 PM, Ryan Mueller <ryan@rmueller.org> wrote:
>
> hostage?
Message 22
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Part of the beauty of the newsletter is that it's a newsletter. Something that
comes in the mail that you can sit down with a cup of coffee and read. Then when
you're done you can pick it up and take it with you or set it on the shelf
and refer back to it. I love the newsletter. A really great use for them is
to set a few on your end table beside the couch that is in your hangar (you do
or will have an old couch in the hangar, right?). Then when prospective passengers
are waiting in line for their ride, they can read up on how cool of an
airplane the Piet is.
Don Emch
NX899DE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=419467#419467
Message 23
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Well said, Don!
Sent from my iPhone
> On Feb 27, 2014, at 4:31 PM, "Don Emch" <EmchAir@aol.com> wrote:
>
>
> Part of the beauty of the newsletter is that it's a newsletter. Something that
comes in the mail that you can sit down with a cup of coffee and read. Then
when you're done you can pick it up and take it with you or set it on the shelf
and refer back to it. I love the newsletter. A really great use for them
is to set a few on your end table beside the couch that is in your hangar (you
do or will have an old couch in the hangar, right?). Then when prospective passengers
are waiting in line for their ride, they can read up on how cool of an
airplane the Piet is.
>
> Don Emch
> NX899DE
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=419467#419467
>
>
>
>
>
>
>
>
>
>
Message 24
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The new phone book's here! The new phone book's here! At last the day has
came!
My newsletter has arrived in Decatur, Georgia USA!!
Bonus internet points for those who can guess the two movies the above are
from. Hint: TGWP ain't in it this time.
--
Jeffrey H. Boatright, PhD, FARVO
Associate Professor of Ophthalmology
Emory University School of Medicine
On 2/27/14 7:42 PM, "Gary Boothe" <gboothe5@comcast.net> wrote:
>
>Well said, Don!
>
>Sent from my iPhone
>
>> On Feb 27, 2014, at 4:31 PM, "Don Emch" <EmchAir@aol.com> wrote:
>>
>>
>> Part of the beauty of the newsletter is that it's a newsletter.
>>Something that comes in the mail that you can sit down with a cup of
>>coffee and read. Then when you're done you can pick it up and take it
>>with you or set it on the shelf and refer back to it. I love the
>>newsletter. A really great use for them is to set a few on your end
>>table beside the couch that is in your hangar (you do or will have an
>>old couch in the hangar, right?). Then when prospective passengers are
>>waiting in line for their ride, they can read up on how cool of an
>>airplane the Piet is.
>>
>> Don Emch
>> NX899DE
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=419467#419467
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
________________________________
This e-mail message (including any attachments) is for the sole use of
the intended recipient(s) and may contain confidential and privileged
information. If the reader of this message is not the intended
recipient, you are hereby notified that any dissemination, distribution
or copying of this message (including any attachments) is strictly
prohibited.
If you have received this message in error, please contact
the sender by reply e-mail message and destroy all copies of the
original message (including attachments).
Message 25
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Don't have mine either in W. Tennessee. Is this a Southern thing?
Dan Helsper
Puryear, TN
-----Original Message-----
From: Jack Phillips <jack@bedfordlandings.com>
Sent: Thu, Feb 27, 2014 2:41 pm
Subject: RE: Pietenpol-List: newsletter
Mine still hasn=99t shown up in thewilds of the Blue Ridge Mountains
of Virginia. Who is this John Hofmann, anyway, and what right does he have
to hold mynewsletter hostage?
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
From:owner-pietenpol-list-server@matronics.com[mailto:owner-pietenpol-list-
server@matronics.com] On Behalf Of Ralph
Sent: Thursday, February 27, 201412:35 PM
Subject: Re: Pietenpol-List:newsletter
The newsletter finallyarrived in the plains of eastern South Dakota. Grea
t job. I appreciate the workbeing done to provide us with the articles.
Ralph Hurlbert
http://www.matronics.com/Navigator?Pietenpol-List
http://forums.matronics.com
http://www.matronics.com/contribution
Message 26
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Here is a very good demonstration video (old school) about drag reduction through
streamlining. Puts things in perspective.
--------
Paul Donahue
Started 8-3-12
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=419476#419476
Message 27
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Woops forgot to ad link.
https://www.youtube.com/watch?v=ftq8jTQ8ANE&feature=youtube_gdata_player
--------
Paul Donahue
Started 8-3-12
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=419477#419477
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[UNCLASSIFIED] Steve wrote-
>What is the consensus on where you get the most bang for the buck?
You'll never find a consensus on THIS list! ;o) However, Steve, I have to say
that most people on this list will agree that the most bang for the buck is whatever
gets you in the air. Until you actually lift the wheels off the runway
and fly your Air Camper, it's all just hangar talk and ideas, but once you do
lift it off- it will all be worthwhile.
I remember the day when I first started the engine on my airplane after rebuilding
and repairing it. I had a long to-do list of things, some big and some small,
and every weekend I would go to the hangar and nibble away at them. One
afternoon I looked at the list and realized that there wasn't anything on it that
would prevent me from starting the engine, so I did. That day was almost
as memorable to me as the day of my first solo or the day I passed my Private
checkride. Work on the remaining list went much, much more quickly after that.
Once the airplane was back in the air, I could sit back and work on little things
forever. Streamline this, change that, adjust something else. But at any
given time I could drive up to the hangar, open the doors, pull the plane out,
preflight, and go fly it. And I did. Fly out to Medina Lake, fly down to Cannon
Field, fly over the farms, fly to Castroville and fuel up, fly out to the
big runways at Hondo, fly anywhere I wanted. Fly circuits in the pattern, fly
for an hour or for as long as it took to shoot three takeoffs and landings.
Fly off the grass, fly off the pavement. But fly.
The biggest bang for the buck will be whatever it takes to get your airplane airworthy
and flying. You can work on streamlining, drag reduction, improving trim
and balance, weight reduction, paint, seat padding, and all that other stuff
after you get it flying. Make a list of "ESSENTIAL TO SAFETY OF FLIGHT" and
take care of those things first. You'll have plenty of time to work on the
"nice to have" things later. Now c'mon... you're burning good flying weather
in Texas already!
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=419478#419478
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